JPH02144230A - Automatic driving control device for vehicles - Google Patents

Abstract

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

Description

[Detailed description of the invention]

"Industrial Application Field" The present invention relates to an automatic vehicle travel control device suitable for use in automobiles. This type of control includes constant speed driving control, acceleration or deceleration driving control, etc. Under normal conditions, constant speed driving control is performed according to the set IL speed, and the set vehicle speed is changed. It is conceivable to perform acceleration or deceleration travel control when the vehicle is moving or when acceleration or deceleration travel is desired. [Problem to be solved by the invention] By the way, in order to automatically control the vehicle, transmission control is also important in addition to engine control. Therefore, it is conceivable to control the engine and automatic transmission in conjunction with each other.In particular, there is a problem that the shift shock that is likely to occur due to 1 to 1 lux fluctuations when changing gears in an automatic transmission deteriorates ride comfort. , it is desired to suppress this by controlling the engine in conjunction with the automatic transmission.The present invention was devised in view of the above-mentioned problems. It is an object of the present invention to provide an automatic travel control device for a vehicle that is capable of suppressing the vehicle speed. and target acceleration.
A constant vehicle speed control means and an acceleration/deceleration control means capable of setting the throttle opening of the engine to control constant vehicle speed running and acceleration/deceleration control of the vehicle, and a throttle opening set by the constant vehicle speed control means and the acceleration/deceleration control means. The engine output can be adjusted by adjusting the throttle valve according to the engine output U!
4′! 1 means, an automatic transmission capable of appropriately switching gears based on the rotational state of the engine, and a gear detecting means capable of detecting a set gear of the automatic transmission; When the gear position detecting means detects that an upshift 1-command from 1st to 2nd gear has been issued to the automatic transmission after a downshift operation, the shift speed is determined from a predetermined time period after the upshift command is completed until the shift is completed. The present invention is characterized in that the throttle valve can be temporarily adjusted to a smaller opening than the throttle opening set by the constant vehicle speed control means and the acceleration/deceleration control means. [Function] In the dual automatic travel control device for a vehicle of the present invention. Constant vehicle speed control according to the vehicle's target speed and target acceleration'-
The engine output adjustment means adjusts the engine output based on the F gear and the throttle opening set by the acceleration/deceleration control means, but after the kickdown operation of the automatic transmission, the automatic transmission changes from 1st to 2nd speed. When the gear detecting means detects that an upshift command has been issued, the constant vehicle speed control means and the acceleration/deceleration control means change the setting speed between a predetermined time after the upshift command and the completion of the shift. The throttle valve is temporarily adjusted to a smaller opening than the throttle opening to suppress fluctuations in output torque during gear shifting. [Example] An example of the present invention will be described below with reference to one drawing.
1 to 36 show an automatic travel control system for a vehicle as an embodiment of the present invention. The automatic driving control device of the present invention includes a vehicle engine control device 1 and an automatic transmission control device 101.
Among the figures, Figs. 1 to 7 show the present device. This shows the configuration of First, the overall structure of this device will be explained based on FIGS. 1 and 2. FIG. 1 is a configuration diagram conceptually showing the main parts of this device, and FIG. 2 is a vehicle engine control device of this device. FIG. 1 is a specific overall configuration diagram of No. 1. 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, which includes an accelerator pedal 27, a brake pedal 28, . The shift selector 29, O1 to 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 driving wheels 33, 34.
．． (see Fig. 2), and the accelerator pedal 27 (see Fig. 2) and the accelerator pedal 28
By operating the manual operating means 2 when both the vehicle and the vehicle are in a disengaged state (see FIG. 2), one of the constant speed traveling state, the accelerated traveling state, and the decelerated traveling state can be specified. That is, when the manual operating means 2 meets the conditions for constant vehicle speed travel, it specifies the constant vehicle speed travel state. When the manual operating means 2 meets the conditions for accelerated traveling, the accelerated traveling state is specified, and when the manual operating means 2 matches the conditions for decelerated traveling, the decelerated traveling state is designated. Note that the automatic transmission 32 is a general fluid transmission using a torque converter. Reference numeral 4 denotes target acceleration setting means, which 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 acceleration driving, and sets a target value of acceleration during decelerating driving when the driving state specifying means 3 designates decelerating driving. Set the value. 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 accelerated travel, and sets the travel speed at which the vehicle should travel after acceleration when the designation changes to deceleration travel. It is designed to 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 an acceleration control means, which corresponds to the acceleration control section shown in FIG. This acceleration control means 9 controls the engine necessary for this so that the vehicle can maintain acceleration traveling at the acceleration set by the target acceleration setting means 4 when the driving state specifying means 3 specifies acceleration traveling. The control amount of the engine output adjustment means 7 for adjusting the output of the engine 13 is set. Reference numeral 10 denotes a deceleration control means, which corresponds to the deceleration control section shown in FIG. This deceleration control means 10 can obtain an output from the engine 13 that allows the vehicle to maintain acceleration at the deceleration set by the target acceleration setting means 4 when the driving state designation means 3 specifies deceleration driving. The required control amount by the engine output adjusting means 7 is set accordingly. 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. When the arrival detection means 11 detects that the vehicle speed has reached the target vehicle speed, the driving state switching means 12 switches the driving state designation in the driving state setting means 3. Further, 101 is an automatic transmission control device that controls the automatic transmission 32 according to the control state of the engine control device 1, and this automatic transmission control device 101 automatically uses the accelerator depression amount and the actual vehicle speed as parameters. In addition to general transmission control means (not shown) that performs upshift and downshift control of the transmission 32, a vehicle speed comparison and determination means 102 that compares the actual vehicle speed with a target vehicle speed, and a vehicle speed comparison and determination means 102 that compares the actual vehicle speed with the target vehicle speed, and An acceleration comparison/judgment means 103 for comparing the actual output torque with a reference acceleration, a torque comparison/judgment means 104 for calculating the actual output torque and comparing it with the maximum torque at the current engine speed, and an acceleration comparison/judgment means 104 for comparing the actual output torque with the maximum torque at the current engine speed. Engine rotation speed comparison/determination means for calculating the rotation speed and comparing it with a predetermined value] 05, and shift change control means for appropriately issuing a shift change command to the automatic transmission 32 based on information from these determination means 102 to 1.05. It is equipped with 106. Next, based on FIG. 2, the vehicle engine control device 1 will be specifically explained. Vehicle engine control device 1 of this vehicle automatic driving control device
are the depression amount detection section 14, the accelerator switch 15, the brake switch 16, and the shift 1 selector switch 17.
, O1-cruise switch 18 , and vehicle weight detection section 19
, an intake air amount detection section 20, and an engine rotation speed detection section 2
1, an output shaft rotation speed detection section 22, a gear position detection section (gear position detection means) 23, a vehicle speed/acceleration detection section 24, and a control signal based on input signals from each detection section and switches 14 to 24. a control section 25 that outputs a control signal, a throttle valve rotating section 2G that immediately operates the throttle valve 31 in response to a control signal from the control section 25, and a vehicle longitudinal acceleration sensor that directly detects longitudinal acceleration of the vehicle body ( G sensor) 51. Each of these constituent parts will be explained below. The fVl amount detection unit 14 detects the amount of depression 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 A-D converter 38 that converts the output ' quasi-pressure value of the potentiometer 37 into a digital value of the amount of accelerator pedal depression AI)S. 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 operates in conjunction with a brake pedal 28 that artificially operates a brake (not shown) for braking the vehicle, and is set to 0N-OFF when the brake pedal 28 is depressed.
When the N state and the brake pedal 28 are not depressed, the state is ○F I. The shift 1 to selector switch 17 is
The operating state of the automatic transmission 32 artificially specified by shift 9 is output as a digital signal, but the operating state indicated by the selector switch 17 to shift 1 includes
Range and 1) Range when parking and D when driving with automatic transmission
There are 14 ranges when the gear position of the automatic transmission 32 is held at 1st speed, and an N range when moving in reverse. The O1-cruise switch 18 is used to artificially specify the running state of the vehicle, and also functions as an acceleration command means for giving acceleration/deceleration commands to the vehicle, as shown in FIG.
A main lever protruding from the side of the steering column 49 and functioning as an acceleration switch 45 and a changeover switch 46], 8a, a throttle switch 47 attached to the main lever 18a so as to be slidable left and right, and a main lever 8a; The target vehicle speed change switch 48 is rotatably mounted around the lever 18a. Details of the auto cruise switch 18 will be described later. Further, the vehicle weight detection section 19 detects the relative position between the wheels and the vehicle body, that is, the change in vehicle height, and outputs this detected value as a digital value. The intake air amount detection section 20 detects the amount of air taken into the engine 13 through the intake passage 3o, 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 value. Output with . In addition. Reference numerals 33 and 34 denote a left front wheel and a right front wheel, which are driven by the engine 13 via the automatic transmission 32. The gear position detection unit 23 detects the set gear position 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 speed of the right rear wheel 36 and outputs this detected value as a digital value, and a left rear wheel speed detection section 42 that detects the wheel speed of the right rear wheel 36 and outputs this detected value as a digital value. Left rear 1 that detects the wheel speed of 35 and outputs this detected value as a digital value.
1L @ speed detection section 43 and these right rear wheel speed detection section 4
2 and a vehicle speed/acceleration calculation section 44 that calculates the actual vehicle speed and actual acceleration of the vehicle based on the digital values output from the left rear wheel speed detection section 43. The control unit 25 includes the driving state designation unit 3, the arrival [1 mark vehicle speed setting unit 6, the arrival [1 mark vehicle speed change control unit 6a, the constant vehicle speed control unit 8, the acceleration control unit 9, and the deceleration control unit]] 0, the arrival detection section 11, and the running state switching section (running state switching control section) 1
2, and each control section sets an appropriate throttle opening according to the specification by the driving state specification section 3. That is, in the control unit 25, when constant speed driving is specified by the driving state specifying unit 3, the throttle opening required for the required constant speed driving is set by the constant speed control unit 8, and when acceleration driving is specified, The acceleration control section 9 sets the throttle opening required for the required acceleration traveling, and when deceleration traveling is specified, the deceleration control section 10 sets the throttle opening necessary for the required deceleration traveling. The magnitude of the throttle opening degree set in this way is output to the throttle valve rotating section 26 as a digital signal. 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 slot 25; and a slot 1 that rotates the throttle valve 31 in response to a signal from the actuator drive unit 39; - a throttle valve actuator 40 and a throttle valve opening detection unit 41 that detects the opening of the throttle valve 31 rotated by the throttle valve actuator 40 and feeds back this detected value as a digital value to the actuator drive unit 39; It is configured. 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). The vehicle body longitudinal direction acceleration sensor 51 is a so-called G sensor, which detects whether there is a change in the longitudinal direction acceleration of the vehicle body, and does not detect a detailed acceleration value, but a vehicle speed/acceleration detection unit. When there is a change in the detected acceleration at the vehicle speed/acceleration detection section 24, this change is detected separately from the vehicle speed/acceleration detection section 24, so that erroneous data due to disturbances or detection errors in the vehicle speed/acceleration detection section 24 is unnecessary. Control part 2
This is provided to prevent the data from being imported as 5 data. Here, the auto cruise switch 18 will be explained in detail. The acceleration switch 45 is switched by rotating the main lever 1.8a around the steering column 49, and here it is switched to the four positions shown in FIG. , are in an ON state at each of these positions. When the acceleration switch 45 is in the same position, the vehicle travels at a constant speed at the designated speed, and when it is in the positions 1 to 3, the vehicle travels at an accelerated speed at each target acceleration. In particular, the target acceleration increases as the vehicle switches from U to turn to group, and the U position is set to slow acceleration driving, the time position is set to medium acceleration driving, and the grouping position is set to rapid acceleration driving. The changeover switch 46 is a driving state switching operation means, and
By pulling the main lever 18a toward you, the main lever 18a is turned on, and the driving state is switched according to the position of the acceleration switch 45. When you release your hand from the main lever 18a after switching, the lever 18a automatically returns to its original state. Return to 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,
Switching from constant speed driving to decelerated speed driving.With this changeover, when this changeover switch is operated while the acceleration switch 45 is in the 1 position and the vehicle is decelerating driving, the decelerating speed driving is switched to constant speed driving. . On the other hand, when the acceleration switch 45 is in the position (5) twice or the mark, the selector switch 46 selects accelerated driving and constant Ll.

[Speed
You can switch between running and running. In other words, the acceleration switch 45
This happens when you are in the 2nd or 4th position and accelerating.
When you operate the selector switch. Switches from accelerated driving to constant speed driving, and this switch
When the acceleration switch 45 is in the position (5) twice or
Operate this selector switch while the vehicle is running at a constant speed.
Then, the vehicle switches from constant speed driving to accelerated driving. Furthermore, the target vehicle speed can be set using this changeover switch 46.
It can be changed to switch from constant speed driving to accelerated driving.
If the selector switch 46 continues to be in the ON state, this
The target vehicle speed increases in proportion to the duration of
In order to change from running to deceleration running, press the changeover switch 46.
If the ON state continues, the voltage will increase in proportion to this duration.
The target vehicle speed will decrease. The throttle switch 47 is connected to the throttle valve 31.
The state of the accelerator pedal 27 or brake pedal 28
The content of the control is changed according to the content of the control.
3) and then switch to the three positions in each of these positions.
Each is in the ON state. When this throttle switch 47 is in the 1st position,
The accelerator pedal 27 and the throttle valve 31 are mechanically directly connected.
Control is performed in the same relationship as the one in which the accelerator pedal is
The throttle valve 31 is adjusted according to the movement of the lever 27. Also, if the throttle switch 47 is in the l or l position,
When the accelerator pedal 27 and the scooter valves 1 to 31
is not a direct mechanical relationship, but is controlled as follows.
. In other words, when the throttle switch 47 is in the position ■
After decelerating by depressing the brake pedal 28,
When this brake pedal 28 is released, the accelerator pedal
The throttle valve 31 is always held until the dial 27 is depressed.
Control is performed to maintain the minimum opening, which is the idle position.
be called. When the throttle switch 47 is in position (3), the brake
After depressing the rake pedal 28 to decelerate, this brake
When the rake pedal 28 is released, the running vehicle is stopped.
Next, press the accelerator pedal 27, except when
or when operating the acceleration switch 45 or changeover switch 46.
The brake remains on until acceleration or deceleration is specified.
Maintain the vehicle speed when the rake pedal 28 is released and drive at a constant speed.
To do. The opening degree of the throttle valve 31 is controlled. The target vehicle speed changeover switch 48 selects the target vehicle speed when driving at a constant speed.
This is for changing the speed setting value, and the upper [Fig.
middle (+) direction] or downward [(-) direction in Figure 6]
When rotated, each turns on and can be switched.
If you release your hand from the switch 48 after
automatically returns to its original position (neutral state shown in Figure 6)
Then, it becomes OFF state. Then, this target vehicle speed switch
When switch 48 is turned to the (+) side, this ON state is turned on.
The target vehicle speed increases in proportion to the duration of the state, and (-
) side, the duration of this ON state will change.
The target vehicle speed to be reached decreases in proportion to. Therefore, by rotating this target vehicle speed changeover switch 48,
After increasing or decreasing the target vehicle speed, release switch 48.
When you release your hand, the target vehicle speed will be set to the value at the time you release your hand.
determined. Note that the connection between the auto cruise switch 18 and the control section 25 is
The subsequent circuit is constructed as shown in FIG. On the control unit 25 side, a signal input terminal is provided for inputting a signal to the control unit 25.
buffers BUI to BUIO and these buffers
Pull-up provided on each input side of BUI to BUIO
Resistors R1 to RIO are provided. Furthermore, these
The pull-up resistors R1 to R10 of the buffers BUI to B
It is provided in parallel with the power supply 50 of the UIO. Then, the auto cruise switch 18 is configured. acceleration
Switch 45. Changeover switch 46. throttle switch
47 and target vehicle speed change switch 48.
, to each input side of the buffers BU1 to BUIO of the control unit 25.
It is connected. Note that each contact point of the acceleration switch 45 in FIG.
The code entrance ~ group is the position in Figure 6 [corresponding to Da ~ group].
The contact (ON) of the changeover switch 46 is connected to the main lever.
It makes contact when you pull 18a toward you to turn it on. Ma
In addition, the code port attached to each contact of the throttle switch 47 ~
(3) corresponds to the position and direction in Figure 6, and the target
(+) and (-) attached to each contact of the vehicle speed change switch 48
), the target vehicle speed change switch 48 in FIG.
A contact that comes into contact when rotated to the (+) side or (-) side.
be. Of the contacts of each of these switches, the ON state and
On the input side of the buffer connected to the contact that has become
Buffer BUI-~ to the pull amplifier resistor connected to the power side
Current flows from the BUIO power supply 50, and as a result, it turns ON.
A low level is sent to the buffer connected to the contact in the state.
A digital signal is provided. Also, other OFF state connections
The buffer connected to the point receives a high level digital signal.
Given. For example, when each contact is connected as shown in Figure 7,
Inputs the buffer BUI of the control unit 25 and the input of BtJ7.
A low level digital signal is given to the side, and BU2 to BU
High level digital on the input side of 6 and BU8 to BUIO
A signal is given. Next, the details of control by this engine control device 1 will be explained.
Ru. Figures 8 to 18 are all based on this engine control device.
This is a flowchart showing the control contents, of which the eighth
Figure (i) is a main flowchart showing the main contents of this control.
The control is carried out at a certain level according to this main flowchart.
This is done in control cycles. This control cycle is determined by the vehicle's torque converter and transmission.
When responding to control delays caused by inertia of cushions, etc.
The time (T) obtained by adding the loss time Td to the predetermined time Ta
a+Td). Note that the control delay due to inertia differs for each gear.
, loss time Td is determined for each gear stage. Also, this
In this case, the predetermined time Ta is a fixed time or the engine speed
The value corresponds to the number of rotations. Then, periodically interrupt this main flowchart,
Interrupt control as shown in FIG. 8(n) to (iv), respectively
will be carried out. Figure 8(ii) shows the main control shown in Figure 8(i).
Interrupts this control every 50 milliseconds and gives priority when
(hereinafter referred to as the first interrupt control)
), which is a control made on the counter CAPCNG.
2 is a flowchart showing the contents of the control. FIG. 8(iii) similarly applies to the control shown in FIG. 8(j).
Interrupt control that interrupts every 10 milliseconds and is performed preferentially (
(hereinafter referred to as the second interrupt control), the depression amount detection unit
The accelerator pedal depression amount APS detected by 11
Based on this, find the rate of change DAPS of this pedal stroke JtAPS
It is a flowchart which shows the content of control. Furthermore, FIG. 8(iv) is similarly shown in FIG. 8(i).
Interruption that interrupts control every 65 milliseconds and is performed with priority
control (hereinafter referred to as third interrupt control), which controls vehicle speed and
Detected by the right rear wheel speed detection section 42 of the acceleration detection section 24
Right rear wheel speed V A RR and left rear wheel speed detection section 43
From the left rear wheel speed VARL detected by
Indicates the details of the control to obtain the actual vehicle speed VA and actual acceleration DVA.
Flowchart 1~. This control is based on vehicle speed and acceleration.
This is performed in the calculation unit 44. In addition, FIG. 8(V) and FIG. 8(vi) are respectively shown in FIG.
Obtained by the third interrupt control shown in Figure 8 (iv)
Safety for compensating for errors in actual acceleration DVA
This is a flowchart 1- showing the contents of control. In other words, in the third interrupt control, the vehicle speed/acceleration detection section 24
The actual acceleration DVA is calculated using the detected value by the car.
The speed/acceleration detection unit 24 detects the speed of the vehicle based on the wheel speed.
In order to
If a bump or rebound occurs, an incorrect vehicle speed reading will occur momentarily.
data may be detected. Therefore, the bump
or incorrectly based on vehicle speed data due to rebound, etc.
In order to prevent the actual acceleration DVA from being calculated, the method shown in Fig. 8 (
V) fail-safe control is performed. Here, it is provided as one of the vehicle weight detection sections 19.
Inspection of air suspension air pressure detection device (not shown)
Fail-safe control is performed based on the output price. This causes errors in wheel speed due to bumps, rebound, etc.
Sometimes, at the same time, the air pressure of the air suspension
Since the actual vehicle speed varies, it is a measure of the reliability of the measured value as the actual vehicle speed VA.
As a measure, changes in air pressure are used. In addition, the fail-safe control shown in Figure 8 (vi)
This detection is performed by directly detecting the backward acceleration with the G sensor 51.
Is there an error in the value of the actual acceleration DVA based on the data?
This is a control that judges and processes the bumps and rebounds accordingly.
Acceleration due to other causes, regardless of whether it is caused by
It is a control that can handle errors in values based on a wide range of judgments.
Ru. Moreover, FIG. 8 (弗) shows the vehicle detected by the vehicle weight detection unit 19.
How to set the vehicle weight data by the control unit 25 based on the weight
It is a flowchart which shows the order. Note that the main control shown in Figure 8 (j) controls various contents.
The details of these controls are shown in Figures 9 to 18.
is shown. FIG. 9 shows the steps performed in step A117 of FIG. 8(i).
This is a flowchart showing details of throttle direct drive control.
So, this direct throttle control means that the accelerator pedal 2
7 and the throttle valve 31 are mechanically directly connected.
In relation to this, the throttle valve 31 is connected to the accelerator pedal 27.
This control is used to control the engine 13. Figure 10 shows the steps performed in step Al1-6 of Figure 8(i).
Flowchart showing details of throttle non-linear control
This throttle non-direction control refers to
The pedal 27 and the throttle valve 31 are not necessarily directly connected mechanically.
The control of Scott 1 to Le valve 31, which does not result in the relationship
It controls the engine 13. FIG. 11 is performed in step C137 of FIG.
1 is a flowchart showing details of accelerator mode control.
This accelerator mode control means that the depression amount detection section 14
Therefore, the detected accelerator pedal depression-It A I)
S and the control unit 22 based on this depression amount APS.
Determined rate of change in accelerator pedal depression amount 1) A P
of the vehicle based on S and the value of the counter CAPCNG.
Engine that determines the target acceleration and obtains this 11-mark acceleration
The engine is rotated by controlling the throttle valve 31 so as to produce an output.
This is to perform control of -3. FIG. 12 is performed in step C144 of FIG. 10.
Flowchart showing details of auto cruise mode control
This O1-Cruise mode control is
Depressing the cell pedal 27 and brake pedal 28 is released.
When in the isolated state, each detection section and each
Acceleration of the control unit 25 based on the information of the switches 14 to 24
The control unit 9, the deceleration control unit 10, or the constant vehicle speed control unit 8
The opening degree of the throttle valve 31 is set, and the throttle valve rotating section
26 to rotate the throttle valve 31, the engine is turned on.
The engine 13 is controlled to accelerate the vehicle's running state.
, decelerated driving, or constant speed driving. FIG. 13 shows what is done in step E128 of FIG.
1 is a flowchart showing details of changeover switch control,
, this changeover switch control refers to the driving state indicator of the control section 25.
Designation of the running state of the vehicle by the constant part 3 and the changeover switch 4
6 and switching by the running state switching unit 12 of the control unit 25
and the target achieved by the target vehicle speed setting unit 6 of the control unit 25.
Vehicle speed setting and target vehicle speed change control unit 6 of control unit 25
What is done regarding the change in the target vehicle speed achieved by a.
It is. FIG. 14 shows what is done in step E121 of FIG.
It is a flow chart showing details of acceleration switch control. This acceleration switch control means that the acceleration switch 45 is
When switching to the middle position, the target addition of the control section 25
This is done in the speed setting section 4 according to this switching position.
This is control for setting the 11-point acceleration DvS2. This target addition
Speed D S2 is the acceleration switch 45 or changeover switch
46, the driving state designating section of the control section 25;
Constant after the designation is accelerated driving and the vehicle starts accelerating.
This is the target value of acceleration. FIG. 15 is performed in step E 131 of FIG. 12.
3 is a flowchart showing details of deceleration control. This decrease
The speed control is performed by the acceleration switch 45 and the changeover switch 46.
The specification of the driving state specification section 3 of the control section 25 by operation is deceleration.
When the vehicle is running, the target acceleration setting unit 4 of the control unit 25
to the negative target acceleration (i.e. target deceleration) set by
To perform deceleration driving at the closest and realizable deceleration.
This control is mainly performed by the deceleration control section 10 and the control section 25.
and 1" are performed in the target acceleration setting section 4.
. FIG. 16 shows what is done in step E133 of FIG.
This is a flowchart showing details of target vehicle speed control.
Target vehicle speed control is performed using the acceleration switch 45 or the changeover switch.
The running state specifying section 3 of the control section 25 is activated by operating the switch 46 or the like.
When the specified speed is set to constant speed, change the vehicle speed to this value.
Match the driving speed when the specified speed becomes constant speed driving.
Things to maintain constant vehicle speed, and constant vehicle speed
Target vehicle speed when driving Change the target value of the traveling speed to the target vehicle speed change switch.
This is for changing by switch 48, and is mainly for controlling.
This is carried out in the constant vehicle speed control section 8 of the control section 25.
Ru. FIG. 17 shows what is done in step E122 of FIG.
3 is a flowchart showing details of acceleration control. This acceleration
Control means smooth changes (increases and decreases) in acceleration.
This is a control to For example, the acceleration switch 45 or
By operating the changeover switch 46, the running state indicator of the control unit 25 is changed.
When the specification of constant section 3 becomes accelerated driving, acceleration switch 4
11 of the control unit 25 corresponding to the position 5.
Increase of vehicle acceleration to target acceleration set in and
Make the decrease smooth or control it by accelerating.
Target vehicle speed setting section 6 of control section 25 and target vehicle speed change
Furthermore, the traveling speed of the vehicle is set to the target vehicle speed set by the control unit 6a.
The change in acceleration when the degree is reached is now smooth.
It is something to do. Figure 18 is performed in step J 115 of Figure 16.
Flowchart showing details of control for determining target acceleration DVS4
-This is a chart. This target acceleration vS4 is determined by the control unit
25 driving state designation section; the designation by 3 is when the vehicle is running at a constant speed.
When driving, maintain the vehicle speed to match the target vehicle speed.
This is the target value of vehicle acceleration for Figures 19 to 26 are all automatic travel control systems for this vehicle.
A map used for controlling the engine control device 1 in
is read corresponding to the parameter and this parameter.
It is a graph showing correspondence with variables. FIG. 27 shows the control unit 25 running by switching the acceleration switch 45.
After switching when acceleration running is specified in the running state specifying section 3.
Changes in target acceleration and traveling speed over time
This is an example. 28 to 30 show automatic transmission by the automatic transmission control device 101.
It shows the control of the dynamic transmission 32, of which
Figure 28 (i) to (iii) are auto cruise mode
During constant speed control, for example, when climbing or descending
(when going downhill), it is difficult to maintain vehicle speed with engine control alone.
Flowchart showing downshift control performed when possible
28 (i) and (n) in succession.
By doing this, one cycle of downshift control is performed.
be exposed. This downshift control is an interrupt control every 20m5.
, FIG. 28(i) mainly corresponds to the control when pitching, and
Figure 28 (...) mainly corresponds to the control at the time of boarding. Also
, Figure 28 (iti) is the time of withdrawal of Figure 28 (ji)
A modification example of control is shown. In addition, FIGS. 29(i) to (iii) show the brake pedal
28, when sudden braking is performed, the engine brake
This is an automatic change that is performed to apply the key and quickly decelerate.
This shows the downshift control of the speed gear 32, as shown in Fig. 29 (
i) is a flowchart showing the control contents of the main control.
Figure 29 (ii) 20m5 tie for main control
Flowchart showing the control details of interrupt control performed by master interrupts
1-, and Figure 29 (iii) shows this 20m5 timer.
This is a map for finding time data used for interrupt control. Note that these downshift controls are based on vehicle speed and acceleration detection.
The actual vehicle speed VA and actual acceleration DVA detected in section 24,
The target vehicle speed vS set by the target vehicle speed setting section 6, the engine
The current engine rotation speed DR detected by the engine rotation speed detection unit 21
PM, the currently used gear detected by the gear detecting section 23
The downshift control 101 performs the downshift based on data such as
It will be done. FIG. 30 shows the engine when the accelerator pedal 15 is released.
automatic gear shifting when using automatic cruise mode control.
The control parameters for controlling the speed change of the machine 32 as usual.
Matsu showing an example of setting the pseudo-depression amount SFTAPS used as
It is a pool. Furthermore, FIGS. 31 to 36 show shift changes of the automatic transmission 32.
This is related to gear shift shock reduction control when shifting gears. this
The shift shock reduction control is performed when the automatic transmission 32 shifts.
The shock caused by the engine 13 throttle opening OTl
By temporarily decreasing +, the output of the automatic transmission 32
Suppresses shaft torque fluctuations to prevent stains that tend to occur when shifting gears
This is an attempt to reduce the burden. Of these, Figures 31 (i) to (vii) are all
In particular, Figures 31 (i) to (iV) are slots.
The timing of the start of closing of the throttle valve 31 is set by a timer.
3 is a flowchart showing control details to be determined,
Figure 1 (i) is mainly when upshifting from 1st to 2nd gear.
The shock reduction control shown in Fig. 31 (ii)
Shock reduction when upshifting from 2nd to 3rd gear
Decrease control and upshift from 3rd to 4th speed shown in Figure 31(m)
There is shock reduction control when shifting.
The control is performed continuously in one control cycle. In addition, these controls include 5 shown in FIG. 31 (iV).
The time count value of ms interrupt control is used. In addition, FIGS. 31(v) to (vii) show the throat valve
Kickdown (not shown) for the timing of the start of the closing movement of 31
Control determined according to the rotational state of the drum (K/D drum)
FIG. 31 (V) is a flowchart showing the contents of the request.
Mainly occurs when upshifting from 1st to 2nd gear.
During shock reduction control and upshifting from 2nd to 3rd gear
Regarding the shock reduction control in
Shock reduction system when upshifting from 1st to 4th gear
Regarding the control, Fig. 31 (vii) shows each shock reduction control.
Regarding the throttle opening setting, see Figure 31 (V).
The control of ~(vii) is performed continuously in one control cycle.
be exposed. Note that these controls are also shown in Figure 31 (i
511s interrupt control shown in v) is used.
I can stay. In addition, Fig. 32 (i) to (Vi) show the gear shift
33 is a time chart showing the block reduction control;
Figure 6 is a map used for shift shock reduction control. The operation of the present control device with the above configuration is explained in 1st to 30th sections.
This will be explained based on the diagram. First, in order to start the engine 13, the vehicle's ignition
When the switch (not shown) is turned on, the start
The engine 13 is cranked by a motor (not shown).
The shaft (not shown) begins to rotate, and the fuel control device (not shown) starts rotating.
) is the amount of fuel required to start the engine determined by
to the engine 13 by a fuel injection system (not shown).
Supplied. Along with this, an ignition timing control device (not shown)
The ignition device (not shown) starts the combustion at the determined timing.
The fuel is ignited, and the engine 13 starts operating with its own blade.
start At this time, the power supply is connected to the engine control device 1 at the same time.
, the engine according to the flowcharts shown in Figures 8-18.
control is started. This control will be explained below. First, in step A101 of FIG. 8(i), the control
All variables, flags, timers, and counters used in
and reset the value to O, and perform the first step Al.
Proceed to O2. At this time, in steps A101 to A117 of FIG. 8(i)
Priority is given to the control of the main flow shown in FIG. 8(ii).
50 according to the flow chart of step A118 to Al2O.
The first interrupt control is performed every millisecond, and FIG.
In the flowchart of steps A121 and A122 of i)
Therefore, the second interrupt control is performed every 10 milliseconds, and the
Flowchart of steps A123 to A128 in Figure 8 (iv)
The third interrupt that occurs every 65 milliseconds according to
control is executed. Among these interrupt controls, the first interrupt control is performed by the control unit 2.
5, and as mentioned above, the counter
This is interrupt control regarding data CAPCNG. In other words, immediately after control by the engine control device 1 is started,
After that, in step Al0L, the counter value CAPC
NG is reset and CA l) CNG value is 0
CAPCN is set in step A118.
If the value obtained by adding 1 to G is set as a new CAPCNG, this
The value of CAPCNG here is 1. Therefore, the next step
satisfies the condition j*cAPcNG=1 in step A119
Therefore, the process proceeds to step A i-20. And this
In step Al2O, 1 was subtracted from CAPCNG.
The value (that is, 0) becomes the new CAPCNG value. This first interrupt control will start again after 50 milliseconds have passed.
When starting, the value of CAPCNG is the previous value as described above.
It is set to O as at the start of the first interrupt control. However,
So, the content of the first interrupt control this time is the actual first interrupt.
This is exactly the same as the control, and the first interrupt control ends this time.
Later, the value of CAPCNG becomes O again. In other words, the main
CAPCN in any step of flow control
every 50 milliseconds unless the value of G is set to a non-zero value.
The first interrupt control performed is repeated with exactly the same content.
The resulting value of CAPCNG is always 0.
Ru. The second interrupt control is a control performed in the control unit 25.
Here, the amount detected by the depression amount detection section 14 is
Based on the accelerator pedal depression amount APS,
The rate of change DAPS of the quantity APS is determined. In addition, the value of accelerator pedal depression 1APs is
Potentiometer of the depression amount detection section 14 that is linked with the dial 27
voltage proportional to the amount of depression of the accelerator pedal 27 from the accelerator pedal 37
is output, and this output voltage is applied to A-D of the depression amount detection section 14.
It is obtained by being converted into a digital value in the conversion section 38.
is the value. In this second interrupt control, in step A121, the
Accelerator pedal depression amount APS is input. In the next step A122, this input APS value
In the same way, the data entered 100 milliseconds ago is memorized.
The difference between the accelerator pedal depression amount APS' and the actual accelerator pedal depression I AP
S-APS'l is calculated as the value of DAPS.
It will be done. This interrupt control is repeated every 10 milliseconds, so
AI'S, APS' and I) APS value is 10 mm
Updated every second. The third interrupt control controls the actual vehicle speed VA and actual acceleration DAV.
The vehicle speed/acceleration detection unit 24 performs the calculation.
control. When this third interrupt control is started, the step
In step A123, it is detected by the right rear wheel speed detection section 42.
The wheel speed of the right rear wheel 36 is input as VARR.
Then, in step 8 124, the left rear wheel speed detection section 43
The wheel speed of the left rear wheel 35 detected by
is input. Next, in step A125, VARR and VA RL
The average value of is calculated and stored as the vehicle's actual vehicle speed VA.
. In the next step A126, the calculation is made in step A125.
Actual vehicle speed VA and 390 milliseconds before the current interrupt control
Actual vehicle speed VA' calculated and stored in the same way using interrupt control
The amount of change VA-VA' is the actual acceleration D V Aas
It is calculated as follows. Then, in step A127, VA and VA'
Further, from the average value VAA and the interrupt control for which VA was calculated,
It was calculated and memorized in the same way during interrupt control 65 milliseconds ago.
Actual vehicle speed VA" and VA"' (390 ms than VA")
(previously calculated and stored) and the average value VAA'
The acceleration value VAA-VAA' is the actual acceleration DvA13o.
Calculated and stored. Furthermore, in step A128, step A127
Actual acceleration DVA13° calculated by and previous interrupt system
The DVA calculated in the same manner by the controller is 1. , of which
The average value with the latest four DvAi3o. Actual acceleration D V A, . Calculated as follows. VA, VA', VA'', V calculated as above
A"', VAA, VAA', DVA, s. The values of D V A, , and D V Aas are
The third interrupt control is performed every 65 milliseconds, so 6
Updated every 5 milliseconds. Among these actual accelerations, DAv6s is 2 as mentioned above.
It is calculated based on two actual vehicle speeds (VA, VA').
, the reaction that has the highest ability to follow changes in actual vehicle acceleration.
When the error in one actual vehicle speed increases due to disturbances, etc.
The effect of On the other hand, DAV
@s. are the four actual vehicle speeds (VA, VA'
, VA", VA"')
Since it is calculated using five Av and 3°, what is DVA?
On the other hand, it is less affected by external disturbances and has high stability, but the followability
is low. Also, DAV13° is D A V, 5 and D A
Those with stability and followability intermediate to V and so
It is. Note that here, the actual addition obtained by the third interrupt control is
Fail-safe performed to compensate for errors in speed DVA
To explain the contents of the control, as shown in Fig. 8 (V),
, First, in step N101, one of the vehicle weight detection sections 19 and
The air suspension system (air suspension) installed as
Changes in the detected value detected by the air pressure detection device (changes in air pressure)
degree) is greater than a preset reference value.
be judged. If the change in the detected value is not greater than the reference value, the actual vehicle
It is judged that there is no error in the measured value as speed VA.
Then, proceed to step N108 and set the value of flag I14 to O.
After that, the process advances to step N109 and the timer (TMA
') and proceeds to step N110. This station
In step N110, each actual acceleration (DVA, , DVA,
,. , DVA, , ) as usual, i.e. as described above.
is calculated according to steps A126 to A128. However, during this fail-safe control, it is detected from the stage before
If the change in value continues to be less than the standard value,
In this case, the value of the flag I is O from the beginning, and the value of the flag
The current timer (TMA') is also already in the reset state. In addition, Flag □4 has already changed the air pressure of the air suspension.
Base 1 (value 1 indicates that the state is greater than fi)
It is shown by that. Also, timer TMA'
When there are continuous large changes in suspension air pressure.
It counts continuous time. On the other hand, if the change in the detected value is larger than the reference value,
At step N101, there is an error in the measured value as the actual vehicle speed VA.
It can be determined that this has occurred. In this case, first step N10
Proceed to step 2 and determine whether the value of the flag is 1.
Ru. Now, for the first time, the change in air pressure in the air suspension is greater than the standard value.
If this happens, the value of flag Ii4 is still O.
Therefore, proceed to step N103 and set the value of flag □ to 1.
After that, in step N104, the counter of timer TMA' is
Start the project. Then, in step N105,
Each actual acceleration (DVAG, , DVA, ., DVA, ,
) (7) Stop the calculation and display each calculated value (
The final calculated value) is stored as output data. Next, proceed to step N106 and reset the control cycle.
do. This resetting of the control cycle refers to FIG. 8 (i
) in the initial state, that is, step A.
By returning to step 101 and starting control anew.
Ru. After this, the process proceeds to step N107. Also, in the previous control, the change in air pressure of the air suspension was at the reference value.
If it is determined that the flag I14 is larger than
is set to 1, so in step N102, flag I is set to 1.
It is determined that the value of ts is 1. In this case, jump steps N103 to N106 and
, proceed directly to step N107. Proceeding to step N107, the counter of timer TMA'
It is determined whether or not the value tTMA' is larger than the predetermined value tc.
Cut off. Here, the count value j TMA' is the air
When the change in suspension air pressure is greater than the standard value.
It is a continuous period of time. Also, the predetermined value tc is the reference time.
between the natural vibration periods of the vehicle's suspension, etc.
For example, set a suitably large value to around 750m5.
It will be done. The judgment made in step N107 is that the air suspension
Changes in pressure may be caused by wheel bumps, rebound, etc.
or whether it is due to an actual change in vehicle speed.
. In other words, changes in air suspension air pressure can cause wheel bump relief.
If it is due to bounce etc., the standard time t or c has passed.
Once the bumps, rebounds, etc. have subsided, the changes will be resolved.
It will be done. Therefore, conversely, the change in air pressure is greater than the standard value.
If the negative state lasts longer than the reference time c, then
The air pressure in the air suspension continues to change due to changes in vehicle speed.
It can be determined that there is. That is, the count value of timer TMA' is
Value 11. If greater than C, the change in air pressure is actually
This is because the vehicle speed has changed, and the calculated actual acceleration data
It can be determined that it can be adopted, and the count value of timer TMA'
If tTMA' is not greater than the predetermined value tc, air
Changes in pressure are caused by wheel bumps, rebound, etc.
It was determined that actual acceleration data could not be used due to the possibility of
can. In step N107, the count value 'rMA' is set to a predetermined value.
If it is determined that the value is not larger than C, this control is terminated.
, conversely, if the count value TMA' is larger than the predetermined value tc
If it is determined that the
After setting the value of 14 to O, the timer (T
Reset MA') and proceed to step Nll0.
, each actual acceleration (DVA, , DVA, ., DVA, ,
, ) as usual according to steps 8126-A128.
put out In addition, the error of the actual acceleration DVA shown in Fig. 8 (V) is
Fail-safe control is performed to compensate for a specified period of time.
(however, it is repeated at intervals of an appropriately shorter time than the reference time tQ).
will be returned. Next, the actual acceleration DV determined by the third interrupt control
Another fail check to compensate for the error in A.
The contents of if control will be explained. Furthermore, in this control as well,
, in its initial state, flag □5 is set to 0 and
, timer TMA” is reset to the stopped state at O.
Ru. Note that flag ■□5 indicates the current value before the previous control cycle.
An error was found in the actual acceleration value within the reference time.
This is indicated by a value of 1. Also, timer TMA" indicates that the actual acceleration is larger than the reference value.
Count the time elapsed since a change occurred (direct TMA)
'゛It is something that is called 1-. First, in step N201, is the flag I□, 1?
It is determined whether or not. If flag □ is 1, proceed to step N2O3.
However, the actual acceleration value was incorrect until the previous fail-safe control.
is not recognized or the previous fail-safe control
Although an error was recognized in the actual acceleration value at
No error is recognized in the actual acceleration value for a period of Q' or more.
In this case, the value of flag I is 0, so
At step N2O1, it is determined that flags I and b are not 1,
Proceed to step N2O2. In step N2O2, in this control cycle, the actual acceleration is
It is determined whether the degree has changed more than the standard value.
. If the actual acceleration does not change much more than the reference value
, there is no need to perform any special operations for failsafe.
, proceeds to step N211, and calculates each actual acceleration (DVA61.
,DVA,. , Dv As5o) cb calculation as usual.
That is, steps A126 to A128 as described above.
Execute according to the following to finish this control. If the actual acceleration changes more than the reference value, the step
Proceed to step N2O3 and check the G sensor (vehicle body longitudinal acceleration).
Has there been a change in the output value from sensor) 51 that exceeds the standard?
It is determined whether or not. If the output of the G sensor 51 changes by more than the standard, the actual
The acceleration has changed more than the reference value, and the actual acceleration
Since the data of is reliable, starting from step N2O3,
Proceed to step N211 and calculate each actual acceleration (DMA,..., DV
A... , DVA,,,) (7) Perform the calculation as usual.
and complete this control. In step N2O3, the output of the G sensor 51 changes beyond the standard.
If it is assumed that the actual acceleration will not change, the actual acceleration will actually be lower than the reference value.
The actual acceleration data has changed even though there has been no major change.
data for calculating the actual acceleration value.
It can be determined that some error has occurred in the data, and the actual acceleration data
Assuming that the data cannot be trusted, proceed to step N2O4.
Set flag 1□ to 1, and in the following step N2O5,
In addition, in the following step N206, each actual acceleration (DVA
,,,DVA□,. , DVA, 5°) is stopped.
, each calculated value (final calculated value) calculated immediately before is output as the output data.
Save as data. Next, proceed to step N207 and reset the control cycle.
do. This resetting of the control cycle refers to FIG. 8 (i
) in the initial state, that is, step A.
By returning to step 101 and starting control anew.
Ru. In this way, the current control cycle ends. In this way, it is determined that some error has occurred in the actual acceleration value.
Then, in the subsequent control cycle, step N2
01, the flag Ixs is determined to be 1, and the step
Proceed to step N2O3. In step N2O3, the count value tTMA''
It is determined whether the value is greater than the reference time to'
. The reference time tc' is based on some kind of calculation data of the actual acceleration.
In the event of an error, this effect is reflected in each actual acceleration (DVA, . . .
,DVA,. , DVA, , ) is no longer as high as the calculated value.
This is set in advance as the time until the The value of count value tTMA'' is different from the reference time tC'.
If the value is not large, it is still the calculated value of the actual acceleration. Because of the potential impact of data errors, the steps
Without calculating the actual acceleration using A126 to A128
, completes the current control. In addition, each actual acceleration (DVA&s
,DVA,. , DVA, , ), step N
The value stored in step 206 is used. Has it been determined that some kind of error has occurred in the actual acceleration value?
After several control cycles, the value tT is transferred to Callan 1.
When the value of HA'' becomes larger than the reference time Lc',
In step N209, flag 8. Let the value of
Then, in step N210, timer TMA'' is turned off.
and proceeds to step N211. In step N211, steps A126 to A128 are performed.
The calculation of the actual acceleration will be restarted, but the new
From this control cycle, in order to input data and calculate
Later, new real accelerations (DVAGs, DVA□,...
D V Aas. ) until the value of
The value stored in N206 is used. Furthermore, the error of the actual acceleration DVA shown in Fig. 8 (vi)
Fail-safe control performed to compensate for
(however, the time is appropriately shorter than the reference time tC')
repeated. In this way, it can be determined that the actual acceleration data is reliable.
In this case, calculate the actual acceleration as specified and calculate the current acceleration.
Adopts actual acceleration data. On the other hand, the actual acceleration DV
If it is determined that an error has occurred in the value of A, each actual acceleration
It has already been calculated as data for degree DVA (DVA &,. DVA yo, ., DVA, .).
The most recent appropriate data (final calculation)
value). On the other hand, the main part of steps A101 to A117 in FIG. 8(i)
In the flow, step Al0L is followed by step AlO.
2, the timing for opening and closing the throttle valve 31
Timer TMB starts counting the time to determine the
Then proceed to the next step AlO3. In step AlO3, the speed at the vehicle speed/acceleration detection section 24 is
Calculated by the third interrupt control in steps A123 to A128.
Actual vehicle speed VA, actual acceleration DV Ass −D V
A-30, D V As5a, by the depression amount detection section 14.
Detected accelerator pedal depression amount APS, step
The control unit 25 uses interrupt control by A121 and A122.
Calculated APS change rate DAPS, intake air amount detection
Intake air amount AE detected by section 20, engine speed
Engine speed NE detected by rotation speed detection unit 21
, vehicle weight W detected by vehicle weight detection section 19, output shaft rotation
The torque of the automatic transmission 32 detected by the rotation speed detection section 22
The rotation speed ND of the torque converter output shaft (not shown) is
Each is input. Furthermore, in this step AlO3, this
Along with this, the accelerator switch 15 and the brake switch
16, shift selector switch 17 and auto crew
Acceleration switch 45 of Z switch 18. Changeover switch 46
．． Throttle switch 47. Target vehicle speed change switch 48
The contact information of each switch and the information detected by the gear stage detection section 23
The used gear position information of the automatic transmission 32 that has been updated is taken in. In the next step AlO4, the flag ■. It is determined whether the value of is 1 or not. This flag is
, the driving state specifying unit 3 of the control unit 25 determines that the vehicle is running at a constant speed.
Indicates that it should be specified by a value of 0
It is something. In this step AlO4, constant vehicle speed
If the running state is specified, it is determined that l4 = 1 is not true.
Then, proceed to step AlO3. Conversely, when the vehicle is running at a constant speed,
If it is not specified, it is assumed that = 1 and the step is
Proceed to step A107. Proceeding to step AlO3, the value of flag is 1.
It is determined whether the This flag is described below.
Target vehicle speed control performed in step E133 in Figure 12
After the vehicle speed almost matches the target vehicle speed for constant speed driving,
Indicate that control is performed by a value of O.
It is something. And in this step AlO3,
If it is determined that I, = 1-, step A1
Proceed to step 07, and if it is determined that ■, = 1, then step
Proceed to step A106. In step A106, the throttle valve 31 is opened and closed.
The timing period TK2 is set to a preset constant value T.
Specified as . In step A107, the period T is 2, which is the step AlO3.
The reciprocal of the engine speed NE entered in
is specified by the product of α and a constant value of coefficient α. Therefore
Then, the running state specifying unit 3 of the control unit 25 determines that the vehicle is running at a constant speed.
If specified, the vehicle speed will reach the target vehicle speed during target vehicle speed control.
Until this point, the opening and closing of the throttle valve 31 is controlled by the engine 1.
3, the cycle is shortened as the number of rotations increases, and the vehicle speed
When control is performed after the vehicle speed almost matches the target vehicle speed,
In this case, the throttle valve 31 is opened and closed at regular intervals. Steps from step A106 or step A107
When proceeding to step AlO3, timer TMB counts.
TMB and jKa are compared and trxa>
It is determined whether t is 2 or not. In this step AlO3, it is determined that tTMB>t is 2.
If it is disconnected, proceed to step A109, and tTMB>
If it is determined that it is not J Kz, step A112
Proceed to. If t TM-e > t Km, the current control service
at the timing when the cycle opens and closes the throttle valve 31.
Since this applies, the throttle valve 31 is adjusted in step A109.
To find the next opening/closing timing, use timer TMB.
Reset and set the value of tTM[l to 0, and set the step
The time count by timer TMB is restarted in step A110.
and start the flag I work in step A111.
Set to 1. Note that this flag, □, is the step All
At 0, timer TMB starts counting again.
control cycle to open and close the throttle valve 31 after
A value of 1 indicates that
be. Also, if tTMB>t is not 2, the current control
The cycle is the opening and closing of the throttle valve 31 (adjustment of engine output).
Since it can be determined that the timing does not correspond to
, the value of the flag I□ is set to O in step A112. Steps from step A111 or step A112
Proceeding to step A113, the system input in step A103 is
The shift selector is set according to the contact information of the shift selector switch 17.
It is determined whether or not the rectifier 29 is in the D range position.
. Here, if it is determined that it is in the D range position,
Proceeds to step A114, but it is determined that it is not in the D range position.
If the power is disconnected, the driving condition of the vehicle etc. may be affected in any mode other than D.
Step A11
The process advances to step 7, where direct throttle control is performed. If you proceed to step A114, the auto cruise
The throttle switch 47 of the switch 18 is
It is determined whether it is in the position or not. When the throttle switch 47 is in the
Accelerator pedal 27 and throttle valve 31 are mechanically directly connected
The throttle valve 31 is operated in the same manner as when the throttle valve 31 is operated.
Therefore, proceed to step A117 and apply throttle direct control braking.
Thy will be done. Conversely, in step A114, the position of the throttle switch 47 is
If it is determined that the position is not the turn, the process advances to step A115. In step A115, the information input in step A1O3 is
The engine speed NE is after the warm-up of engine 13 is completed.
The reference value is preset slightly lower than the idle speed of
With respect to NK, it is determined whether NE<NK. If it is determined that N E < N K, step
Proceeding to step A117, throttle direct drive control is performed, and NE
<If it is determined that it is not NK, step A116
Then, non-linear throttle control is performed. Therefore, when the engine starts, the rotation speed of the engine 13 is
From engine stop to steady state rotation speed
or due to some reason, the operating condition of the engine 13
When the engine speed becomes unstable and the engine speed decreases,
The throttle valve 31 only responds to the movement of the accelerator pedal 27.
The engine 13 is operated and the engine 13 is controlled. Throttle non-direction control or step of step A116
Once the throttle direct drive control of A117 is completed, one control
After the cycle ends, return to step AlO3 again and repeat the steps above.
Step AlO3 - Step A116 or A as described in
The control at 117 is repeated. Therefore, one control
Each detected value and each contact information are processed in step AlO3 every cycle.
information is updated and input based on this detected value and contact information.
Then, the control described above is performed. Next, in step A117 of FIG. 8(i),
The dynamic control will be explained. This direct throttle control is
This is carried out according to the flowchart shown in FIG. In other words, first access step B101 in Figure 9.
Figure 19 shows the pedal depression amount APS as a parameter.
From the map #MAPS shown, step A in FIG. 8(i)
Corresponds to the accelerator pedal depression amount APS input in lO3
The throttle valve opening θTll0 is read out and set.
, proceed to step BIO2. In step B102, the value of the aforementioned flag ■□□ is 1.
It is determined whether there is or not. It was determined that 111=1.
In this case, the current control cycle is the opening of the throttle valve 31.
This corresponds to the timing for closing, so step B10
After proceeding to step 3 and opening and closing the throttle valve 31, this time
Ends direct throttle control in the control cycle of
. On the other hand, if it is determined that ■, 1 = 1, then this time
The control cycle is the type that opens and closes the throttle valve 31.
Since it does not correspond to
Ends throttle direct drive control during the cycle. In step B103, the control unit 25 sends the slot
Set in step BIO1 for the valve rotation part 26
Sends a signal instructing throttle valve opening 0TllD
. The throttle valve rotating section 26 is. The actuator sliding part 39 receives this signal and moves the slot.
The throttle valve opening degree is θT with respect to the valve actuator 40.
Rotate the throttle valve 31 to the position where it is lID.
Sends a drive signal to. Based on this, the throttle valve
A cutter 40 rotates the throttle valve 31. At this time, the opening degree of the throttle valve 31 is determined by the throttle valve opening degree detection.
It is detected by the output part 41, and this detection result is sent to the actuator.
This detection is fed back to the data processing unit 39.
Based on the results, the actuator sleeping section 39
Throttle valve that makes throttle valve opening 0THD
We will continue to send out No. 31 Rotary Odo I No. 4. And slot
The fact that the throttle valve 31 has been rotated to such a position means that
When detected by the throttle valve opening detection section 41, this
In response to the detection result, the actuator display unit 39
The throttle valve 31 stops sending dynamic signals and the throttle valve 31 closes to the slot.
Stop at the position where the valve opening is 0TIID. As mentioned above, in throttle direct drive control, the throttle
Tor valve opening degree is 0, only the amount of depression of the accelerator pedal 27
Determined based on Also, the throttle valve opening θTlI
D and accelerator pedal depression ff1APs are shown in Figure 19.
There is a proportional relationship. Therefore, the gas pedal
27 and the throttle valve 31 are directly connected mechanically.
throttle according to the movement of the accelerator pedal 27.
Valve 31 is activated. Note that the throttle valve 31 operates in this way to open the intake passage.
When opening and closing 30, the air sucked into the engine 13
The intake air amount detecting section 20 changes the intake air amount accordingly.
Based on the detected air amount and the operating status of the engine 13.
The engine 1 determined by the fuel control device (not shown)
The amount of fuel supplied to 3 changes. As a result, the combustion injector
(I[18] shown in the figure is the fuel actually injected into the intake passage 30.
The amount of fuel changes, and the output of the engine 13 changes. Next, in step A116 of FIG. 8(i), the throttle is turned off.
Direct motion control will be explained. This throttle non-direction control
is carried out according to the flowchart shown in FIG.
. That is, first, in step C1,01, as shown in FIG.
Based on the contact information input in step AlO3 of i)
, whether the contact point of the brake switch 16 is in the ON state or not.
is judged. At this time, the brake pedal 28 is pressed to brake the vehicle.
If the brake pedal is depressed, the brake pedal is pressed in step C101.
Since the contact of switch 16 is in the ON state, the step
Proceed to step ClO2 and press brake pedal 28.
If not, the contacts of the brake switch 16 are in the ON state.
Since it is not, the process advances to step C113. Therefore
When the brake pedal 28 is depressed and
Different controls are performed when the control is not activated. The brake pedal 28 is depressed and the process moves to step ClO2.
In this step ClO2, if the
The value of GUE is set to O. This flag ■7 has a value of
By being O, the brake pedal was not applied in the previous control cycle.
This indicates that the lever 28 was depressed. and
Then, in step ClO3, the value of flag 1□ becomes 1.
It is determined whether or not. This flag I2 indicates the brake pedal 2 as described below.
8 to decelerate the vehicle using the brake (not shown).
When braking, a sudden braking situation where the deceleration is greater than the standard value occurs.
A value of 1 indicates that the period lasted longer than the standard time.
This is more clearly shown. Note that this reference value and reference time are set in advance. If it is determined that Eq.2=1 in step ClO3,
, proceed directly to step C112, which will be described later, and if l2=1 is not set.
If it is determined that it is not, 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)
A0. . 2 to a preset negative reference value, DV
A... <It is determined whether it is K2 or not. Actual acceleration D
VA 1. is a positive value when the vehicle is accelerating.
Therefore, a negative value indicates that the vehicle is decelerating.
Since time, DVAl, for 2 to the negative reference value. <At K2
Judgment as to whether the deceleration of the vehicle is
This is the same as determining whether the value is larger than the standard value. Sudden braking with large deceleration is performed using brakes (not shown).
DVA with step ClO4. <
It is determined that it is K2, and the process proceeds to step ClO7. Sudden
If braking is not performed, the DVA is activated in step ClO4.
Engineering □. It is determined that <K, and step ClO3
Proceed to. Proceeding to step C107, the value of flag □ is 1.
It is determined whether or not. This flag is the actual acceleration DV
A... is smaller than the reference value (i.e. the deceleration is the base value)
A timer TM that measures the duration of the state (a state larger than the standard value)
A value of 1 indicates that A is counting time.
This is shown by If timer TMA has already counted 1m,
, 11=1, and the process proceeds to step C110.
. When timer TMA is not counting time
, it is determined that ■, = 1, and step ClO3
Proceed to step C109, set the value of the flag ■, to 1, and
Step after starting time counting by Imma TMA
Proceed to C110 6 In step C110, timer TMA counts
If the time tTMA is on the preset reference time,
On the other hand, it is determined whether t TMA > t K.
Cut off. If it is determined that t TMA > t Kl
If so, proceed to step C111, and set the value of flag 2.
After setting the value to 1, the process proceeds to step C112. On the other hand, tTxA
> t, directly step C
The process advances to step 112, and the value of the flag (2) remains O. Meanwhile, in step ClO4, DVA. <If it is determined that it is not K2 and proceeds to step ClO3
If the deceleration caused by the brake (not shown) is below the standard value,
, and there is no need to count time using timer TMA.
Ru. Therefore, counting by timer TMA is necessary.
In preparation for the case, the value of flag in step ClO3 is
Set to O, and reset timer TMA in step C106.
to stop counting time and also to stop counting time.
After setting the value of tTMA to 0, the process advances to step C112. In addition, for controlling such steps ClO3 to C111,
Therefore, the deceleration due to the brake (not shown) is lower than the standard value.
Flag I2 is flagged if the condition continues longer than the reference time.
The value of flag 2 is assumed to be 1, but the value of flag 2 is once 1.
Once set, any step except step ClO3-C111
Unless the value is set to 0 in some step, even if the deceleration
It does not change even if the value falls below the reference value. In step C112, the control unit 25 sends the slot
The engine is at the idle position with respect to the valve rotating part 26.
A signal is sent that specifies the minimum throttle valve opening.
Ru. The throttle valve rotating section 26 receives the above signal and
The actuator opening portion 39 operates the throttle valve actuator.
Set the throttle valve 31 to the minimum opening for the Yuator 40.
Sends a drive signal to rotate the throttle valve to the opening degree, and receives this signal.
The throttle valve actuator 40 is connected to the throttle valve 3.
Rotate 1. At this time, the opening degree of the throttle valve 31 is determined by the throttle valve opening degree detection.
It is detected by the output part 41, and this detection result is sent to the actuator.
The feedback is fed back to the motor opening movement part 39.
Control takes place. In other words, the actuator opening section 39
Now, based on the detection results of the throttle valve opening,
It is confirmed that the valve 31 has been rotated to the predetermined position.
The drive signal necessary for rotating the throttle valve 31 continues until
and send it. Then, the throttle valve 31 reaches the predetermined position.
The throttle valve opening detection unit 41 detects that the throttle valve opening has been rotated at
When detected, the drive from the actuator drive unit 39 is activated.
After the signal has been sent, the throttle valve 31 is in the specified 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
Since the purpose of this is to decelerate the vehicle, step ClO3
~ After the control of C111, the throttle valve 31 is always
By holding the engine at the minimum opening that corresponds to the engine idle position.
The braking of the vehicle by engine braking is reduced to
This is done in conjunction with braking (not shown). Brake pedal 28 is not depressed and step C101
If the process proceeds to step C113. It is determined whether the value of flag I7 is 1 or not. This flag is, as mentioned above, when the brake pedal 28 is
Indicates whether it was pressed in the previous control cycle.
If the pedal is not pressed, the value is 1, and the pedal is not pressed.
If it is, the value is O. Therefore, this
In step C113, the brake pedal 28 is depressed.
In the first control cycle after the
It will be decided whether there is or not. In this step C113, l7=1, that is,
The brake pedal 28 may not be depressed.
This is not the first control cycle. If it is determined that this is the case, the process advances to step C133. Conversely, if I is not 1, that is, the brake pedal 28 is not depressed.
In the first control cycle after the
If it is determined that there is, the process advances to step C114. When proceeding from step C113 to step C114
The various settings are made according to steps 0114 to c118.
and judgments are made. First, in step C114, the brake pedal 28
is not stepped in, so the time count by timer TMA is
mount is no longer required. Therefore, set the value of flag I□ to 0.
count again in the next control cycle.
Prepare for the time. Then, in the next step C115, the brake pedal 2
Since 8 is not depressed, set the value of flag ■7 to 1 and press
At step 0116, for the same reason as step C114,
resets timer TMA and stops counting time.
The value of count time tTMA is set to 0. Then, in step C117, the value of flag 11□ is set to O.
Ru. This flag I12 is set in each control cycle.
Now controls C144's auto cruise mode.
The first timing to open and close the throttle valve 31 after
Control cycle (opening/closing timing cycle) applicable to the
, the throttle valve 31 has not been opened or closed yet.
Or if you have already done this opening/closing,
Acceleration switch 45 or switching in loose mode control
The designation of the running state of the vehicle is changed by operating the switch 46.
During the first opening/closing timing cycle after
and the throttle valve 31 has not yet been opened or closed.
is indicated by the value O. In step 0118, step AlO in FIG. 8(i)
The connection of the accelerator switch 15 is determined from the contact information input in step 3.
It is determined whether the point is in the ON state. accelerator pedal
When the lever 27 is depressed, the contact of the accelerator switch 15 is turned OFF.
If it is in the F state, proceed to step C135 and flash.
The value of the flag I2 is set to 0, and the flag l is set to 0 in step C136.
After setting the value to 1, the process advances to step C137. this flag
■, the throttle valve 31 is set to the engine idle position.
The value 0 indicates that the opening should be kept at the minimum opening.
This shows that. Note that the value of flag I4 is set to 17 in step C111.
If so, the control in step C135 is performed.
The value of I2 remains 1 until the In other words, the value of flag 2 is determined when the accelerator pedal 27 is depressed.
It becomes 0 when In step C137, as described above, the depression amount detection section 1
Accelerator pedal depression detected by JiAPS and
, is determined in the control section 25 from this depression amount APS.
Change speed DAPS of pedal stroke amount APS and counter CAPC
Based on the NG value. Determine the target acceleration and perform accelerator mode control. child
The accelerator mode control is to adjust the vehicle speed to the target acceleration.
The output of the engine 13 is controlled by rotating the throttle valve 31.
It is under your control. and. After performing this accelerator mode control, the current control
Ends throttle non-direct control in the control cycle. The accelerator pedal 27 is not depressed and the accelerator switch
The contact of switch 15 becomes ON, and step C118 or
Proceeding to step C119, the value of DAPMXQ is set to 0.
do. This DAPMXQ is operated by pressing the accelerator pedal 27.
Change in accelerator pedal depression amount APS when the amount increases
It shows the maximum value of speed DAPS. Then, in the next step Cl2O, DAPMXS
Let the value be O. This DAPMXS is effective when the amount of depression decreases.
This shows the minimum value of the rate of change DAPS. Furthermore, in step C121, the step in FIG. 8(iv)
The latest calculated by interrupt control in steps A123 to A128
The actual vehicle speed VA is input. Next, in step C122, the brake pedal 2
8 is released as the value of VOFF indicating the actual vehicle speed immediately after release.
The actual vehicle speed VA value input in step C121 is substituted.
It will be done. Next, in step C123, the step in FIG. 8(i)
From the contact information manually generated by AlO3,
If the throttle switch 47 of the throttle switch 18 is in the
It is determined whether or not it is marked ■ in Figure 6. In addition,
When the throttle switch 47 is in the position ■, the above
Depress the brake pedal 28 to decelerate the vehicle as shown in
After doing it. When the brake pedal 28 is released, the accelerator pedal 27
Throttle valve 31 remains at engine idle unless the
It is specified that the valve should be held at the minimum opening degree. In step C123, the throttle switch 47 is
If it is determined that the position is ■, step 0126
Proceed to step C112 after setting the value of flag ■ to O.
As mentioned above, set the throttle valve 31 to the minimum opening.
Rotate to idle position. Meanwhile, in step C123, the throttle switch
If it is determined that position 47 is not a rice field, proceed to step C.
Proceed to step 124, and in this step c124, V O)'F is
If the preset reference value is 0, then VOFF<K.
It is determined whether the In step C124, it is determined that VOFF<Kl.
If it is disconnected, the process advances to step C125 and the flag ■2 is set.
It is determined whether the value of is 1 or not. If it is determined that l2=1, the process proceeds to step 0126.
After setting the value of flag I to 0, in step C112
Turn the throttle valve 31 to the minimum opening position as described above.
move. On the other hand, in step C124, if VOFF<K,
If it is determined, or if step 2 = 1 in step C125
If it is determined that there is no one, the process advances to step C145. Therefore, the brake pedal 28 is depressed and the vehicle is braked.
The standard is the state in which the deceleration is greater than the standard value when the
The vehicle speed when the braking continues longer than the time and the braking is stopped.
is smaller than the reference value, the accelerator pedal 27 is depressed.
If not, the brake pedal will give priority to braking the vehicle.
Even after the barrel 28 is released, the throttle valve 31 continues to be operated.
Maintains the opening at the minimum opening and performs braking using the engine brake.
. For example, use the brakes to stop at an intersection, etc.
When decelerating, immediately before stopping, reduce the impact of stopping.
I release the brake pedal 28 once to calm down, but at this time
, the throttle valve 31 is held at the minimum opening as described above.
engine braking is automatically performed.
It is. Steps from step C124 or step C125
If progress has been made to C145/~, flag ■. The value of is set to O, and the process proceeds to step C127. In addition, hula
4 is determined by the running state designation section 3 of the control section 25.
A value of 0 indicates that fast running should be specified.
This is what is shown. In step C127, the throttle valve 31 is set to the minimum opening degree.
Since there is no need to hold it, set the value of the flag ■, to 1, and then
Proceed to step C128 and set the value of the flag ■8 to 1.
After that, in step C129, when driving at a constant speed,
Actual vehicle speed V input in step C121 to target vehicle speed vs.
A is assigned. Next, in step C130, the vehicle is driven at the target vehicle speed ■S.
The target torque TOM required to maintain the line is as follows:
Calculated by (1). T OM , = [((1? r/g) ・ks+k
i) ・(DVS, -DVSI,s)+TQ4EM]
/ T. ... (1) In the above formula (1), W is determined by the vehicle detection unit 19.
is detected and inputted in step AlO3 in Fig. 8(i).
The weight of the vehicle, r, is the left front wheel 33 stored in advance.
Or the tire effective radius of the right front wheel 34, g is the gravitational acceleration
degree. Among these, input in step AlO3 of Fig. 8(i)
The data of the weight W of the vehicle used is not a fixed value but a measured value.
use. In other words, the vehicle weight detection unit 19 detects when the vehicle is stopped and when the vehicle is running.
In addition, the vehicle weight is detected constantly or at predetermined cycles.
Based on the detected value, the control unit 25 controls, for example, the
In the flow shown in (vn). Vehicle weight data is set. First, in step R101, it is determined whether the vehicle speed Va is O or not.
In other words, it is determined whether or not it is stopped, and it is determined that it is stopped.
If so, proceed to step R102 and enter the vehicle weight W data.
(WHGT) constantly newly detected stopped weight value
(WHGTI). Therefore, while stopped, the detection
As soon as there is a change in the vehicle weight (WHGTl), change the vehicle weight W design.
The data (WHGT) are updated one after another. Then, in step R101, if the vehicle speed Va is not 0, immediately
If it is determined that the car is running, the process goes to step R103.
It is determined whether or not braking is in progress, and the braking is stopped.
If the vehicle is being weighted, proceed to step R104 and
Cars that are constantly newly detected as W data (W HGT)
Set the weight value (Wi-IGT2). Therefore, while driving
Also, during braking, the detected vehicle weight (WHGT2)
As soon as there is a change in the vehicle weight W data (Wf (GT)
Updated frequently. Also, in step R103, the brake is applied while driving.
If it is determined that vehicle weight data (WHGT) is not in progress,
The latest vehicle weight value that has already been updated (WI-IGTI
or WHGT2). Note that "braking" in step R103 is "braking".
This means "when throttle control is not used."
During normal driving conditions, vibrations etc.
Disturbances may affect vehicle weight data, resulting in lack of data stability.
Since the throttle control becomes unstable, please check the vehicle weight W data.
If you do not update the throttle control, the car
It does not matter if the heavy W data is updated one after another. In addition, the vehicle weight measurement during braking by the vehicle weight detection unit 19 is
, is calculated by correcting the inclination of the vehicle body. In addition, ks indicates the gear stage used in the automatic transmission 32.
A preset coefficient for converting to the state of 1st gear
, the step detected by the gear stage detection section 23
Changes in the automatic transmission 32 currently in use input using AlO3
Values are set corresponding to gears. and
, ki is the engine 13 around the drive shaft of the vehicle and
This is a correction amount related to the inertia of the automatic shift a32. Furthermore, TQ is the torque ratio of the automatic transmission 32;
The torque ratio II゛Q is determined by the output shaft rotation speed detection section 22.
automatic transmission 3 using the speed ratio e as a parameter.
Map #MTRA”r preset based on the characteristics of 2.
Q (not shown). In addition,
The speed ratio e is the automatic transmission input in step AlO3.
Output shaft rotation speed of torque converter (not shown) in 32
No. Detected by the engine rotation speed detection unit 21, step A
By dividing lO3 by the manually applied engine speed NE.
can be obtained. Then, DVS makes the vehicle speed equal to the target vehicle speed VS.
This is the target acceleration to maintain this, and the target vehicle speed■
Using the difference VS-VA between S and actual vehicle speed VΔ as a parameter,
Map #MDVS3 preset as shown in Figure 23
determined by Note that in step C130, the target vehicle speed vS is set as described above.
This is the actual vehicle speed immediately after releasing the brake pedal 28.
In the above equation (1), the value of the difference VS - VA is set as O.
The target acceleration DVS is determined. As a result, Figure 23
From the correspondence shown in , the value of the target acceleration DVS also becomes 0.
. In addition, DVA6s has the step shown in Fig. 8 (jν) as mentioned above.
The steps are calculated by interrupt control of steps A123 to A128.
This is the actual acceleration input with AlO3. TEM is the actual torque currently being output by the engine 13.
, detected by the intake air amount detection section 20 and at step AlO3.
The input intake air amount AE is changed to the engine speed NE″7.
: Parameter the divided value AE/NE and engine speed NE.
As a meter, it is set in advance based on the characteristics of the engine 13.
It can be determined by the map #TEMAP (not shown).
However, here, we will calculate this actual torque TEM from an automatic transmission (transmission).
Based on the characteristics of 32
demand. The absorption torque Tti of the torque converter 32 is the torque converter 32.
The torque capacity coefficient of the converter 32 is C, and the engine speed is
As mentioned above, if <NE, 'rt1=C-NE2・
・ ・ ・ ・ ・ ・ ・ ・ ・ (1-1)
Ru. Note that the torque capacity coefficient C is calculated using the speed ratio e mentioned above as a parameter.
It is determined by the characteristics of the torque converter 32 as a
Here, we use the speed ratio e as a parameter.
Set # M T R A T Q C (not shown) in advance.
Based on this map # M T RA TQC
to be determined. In addition, the speed ratio e is normally NE > ND.
As mentioned above, during immediate action (such as acceleration), the torque controller
The output shaft rotation speed N of the converter 32 is expressed as the engine rotation speed NE.
The value obtained by dividing the value (that is, e=No/NE) is obtained, but NE<
During reverse drive (coasting, etc.) that results in ND, the engine speed is
The rotation speed NE is the output shaft rotation speed ND of the torque converter 32.
It becomes the value obtained by dividing (that is, e = NE/No1). In addition, the torque converter corresponding to the actual torque
The output torque Tto of the motor 32 is determined by two torque converters.
Absorption torque Tti of motor 32 and map #MTR
It is the product of the torque ratio 'rQ determined by ATQ.
From, TEM=Tto:TQ-Tti:TQ-C-NE2・
・ ・(l-2), and the actual torque rEM is
As the output torque Tto, the torque of the torque converter 32 is
torque ratio TQ, torque capacity coefficient C, and engine speed NE
It is required from. In addition, it is determined by map #MTRATQ.
The value of the reciprocal (1/TQ) of the torque ratio 'rQ
When using as data, from map #MTRATQ
Based on the determined torque ratio TQ, use (1/TQ).
There is also a way to calculate it as the reciprocal of TQ each time,
Separate from map #MTRATQ to reduce control delay.
, (1/TQ) dedicated map #MTRATTQ (Fig.
(not shown), and the automatic transmission 3 using the speed ratio e as a parameter.
This map #MT is set in advance based on the characteristics of 2.
Calculate the value of (1/TQ) based on RATTQ
do. In this way, in step C130, the target torque TOM,
Once calculated, in the first step C131, map #M
Read the throttle valve opening 0TIIt from TH (not shown).
put out. This map #MTH is the target torque TOM
and the rotation speed NE of the engine 13 as parameters.
Preset based on the characteristics of Jin 13,
The torque output from the engine 13 is the target torque T
Throttle valve opening degree 0T1 required to equalize OM
It is used for the purpose of determining No. 1. However,
The value of the throttle valve opening degree 0Tllt that is read out is as follows. The target torque TOM calculated in step C130,
Detected by the engine rotation speed detection unit 21 and step AlO
This corresponds to the engine speed NE entered in step 3.
be. In step C132, the
Throttle valve 3 based on the throttle valve opening degree 0T111
Open 1. In other words, the throttle valve opening θTll□
An instructing signal is sent from the control section 25 to the throttle valve rotation section 26.
is sent to the actuator in the throttle valve rotating section 26.
The throttle valve actuator 39 receives this No. 43 and
The throttle valve 31 is used as a throttle valve for the throttle valve 40.
Drive signal to rotate to the position where the opening degree θT1 (1)
Send out. This allows the throttle valve actuator to
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
This is done by feedback control through the valve opening detection section 41.
When the throttle valve 31 is rotated to a predetermined position,
The actuator drive unit 39 stops sending signals and the
The throttle valve 31 stops at a predetermined position. The intake passage 30 opens and closes with this ga of the throttle valve.
As mentioned above, the amount of air taken into the engine 13 is
changes, and the fuel control device (not shown) detects this air amount.
The amount of fuel to be supplied to the engine 13 is determined based on the result.
Therefore, the amount of fuel will also change. As a result, the engine output is adjusted.
The torque is approximately equal to the target torque TOM1.
The signal is now output from the engine 13. The torque output from this engine 13 is as described above.
Then, the actual vehicle speed immediately after the brake pedal 28 is released is set as the target vehicle speed.
and calculate the torque required to maintain this target vehicle speed constant.
approximately equal to By the control in steps C129 to C132 described above, the block
Immediately after the rake pedal 28 is released, the reference time tKz
Even if the opening/closing timing cycle is not determined by
It is recommended to maintain the vehicle speed immediately after releasing the key pedal 28.
Throttle valve 31 to the position of the throttle valve opening to be measured.
Temporarily rotate to move to constant speed driving at the target vehicle speed.
Prepare for the trip. Step C113 to Step C in the previous control cycle
The process proceeds to step 114, where the control described above is performed, and the current control is performed.
The brake pedal 28 remains released even during the control cycle.
In some cases, step C1 was performed during the previous control cycle.
At 15, the flag value is 1, so step
In C113, it is determined that F=1 and the process proceeds to step C13.
Proceed to step 3, and from the contact information input in step AlO3
Whether the contact of the accelerator switch 15 is in the ON state or not
be judged. If the accelerator pedal 27 is depressed, step C1
If the contact of the accelerator switch 15 is not in the ON state at 33
After the determination, the process proceeds to step C134 and the flag 112 is set.
After setting the value to 0, proceed to step C135 and set the flag ■2.
Set the value to 0, and then set the flag ■ in step C136.
The value is set to 1 and the process proceeds to step C137. Note that the flag (2) is set in step C11 as described above.
When the value is set to 1, the control in step C135 is performed.
The value will not change until the Further, the process proceeds from step C118 to step C135.
In the case where the
However, in both cases, the accelerator pedal
27 and the contact of the accelerator switch 15 is OFF.
This is the case when the situation occurs. Therefore, by depressing the accelerator pedal 27, the vehicle is re-started.
As a result, flag I2 is set in step C135.
The value of is O. Further, in step C137, accelerator mode control is performed.
However, as in step C135, the accelerator pedal
27, accelerator mode control is always performed. If the accelerator pedal 27 is not depressed, step C
At 133, the contact of the accelerator switch 15 is in the ON state
It is determined that the maximum value DAP is at step C138.
The value of MXO is set to O, and the minimum value DAP is set in step C139.
After setting the value of MXS to 0, the flag is set to 1 in step C140.
Determine whether the value of 3 is 1 or not. Note that the accelerator switch 15 is turned ON when
The brakes (not shown) are used to decelerate and brake
After releasing the pedal 28 and finishing deceleration, press the accelerator pedal.
27, and the previous control cycle
The control of steps 6113 to C132 described above is performed in
This corresponds to the case where Since the flag I is 0 as described above,
, the throttle valve 31 is set to the minimum engine idle position.
This indicates that the step should be held in the open position.
If step C140 determines that I, = 1, step
If the process proceeds to step C141 and determines that l3 = 1,
, proceed to step C112 and set the slot as described above.
The opening degree of the valve 31 is the minimum opening degree that makes the engine idle position.
shall be. In addition, as mentioned above, the value of flag is 0.
, this is the case where the process proceeds to step 0126. Therefore, the throttle switch 47 is
position or deceleration by brake (not shown)
When the deceleration is greater than the reference value, the time is longer than the reference time.
when the vehicle continues to decelerate and the vehicle speed at the end of deceleration is lower than the reference value.
In this case, the accelerator pedal 27 and the brake pedal 28 are the same.
The throttle valve 31 is always at the minimum open position while the throttle valve 31 is
The engine brake is used to brake the engine.
Ru. Also, the process progressed from step C140 to step C141.
In this case, it is determined whether the value of flag IL2 is 1 or not.
, when it is determined that □=1, step C143
If it is determined that I□2 is not 1, proceed to step C1.
Proceed to 42. The value of the flag Ilk is O, as mentioned above, for each
Auto cruise mode in step C144 in the control cycle
The first slot visited after starting to control the
In the control cycle corresponding to the timing of opening and closing of the valve 31
If the throttle valve 31 has not been opened or closed yet, or
This opening/closing has already been done, but the auto cruise mode
When controlling the acceleration switch 45 or the changeover switch 46,
The first time after an operation changes the designation of the vehicle's driving state.
This corresponds to the opening and closing timing of the throttle valve 31 that occurs in
The throttle valve 31 has not yet been opened or closed in the control cycle.
Indicates that it is not. Therefore, if the value of flag Ill is O,
Transition to vehicle driving state using automatic cruise mode control
or the acceleration switch 45 or changeover switch after this transition.
When changing the vehicle running condition by operating the switch 46,
The opening degree of the lock valve 31 may change significantly.
. Therefore, the necessary opening degree of the throttle valve 31 can be adjusted more accurately.
for easy opening and closing and quick migration or changes.
In order to
Therefore, we need the data with the closest value to this value.
. Therefore, proceed to step C] 42 and set the auto cruise mode.
The value of the actual acceleration V A used in the code control is
This has the closest value to the actual vehicle acceleration, as shown in
DVAGS has the highest ability to follow changes in acceleration.
adopt. On the other hand, if the value of flag I12 is 1, the above transfer
The line or change has already been opened or closed.
, the change in the opening degree of the throttle valve 3 does not become large. death
Therefore, even if the followability decreases somewhat, the actual value and measurement
The difference with the data is small, and rather the stability of control should be emphasized.
It is possible. Therefore, the process advances to step C143, and the actual acceleration is
Although the followability is lower than the DVA value of DVA6°,
It's a highly stable DVA. Adopt. In step C142 or step C143, the acceleration D
After setting the value of VA, proceed to the first step C144.
, performs auto-cruise mode control, which will be described later, and
End throttle non-direct control in control cycle
. As described above, steps C101 to C144 in FIG.
By performing the throttle non-direction control shown in
Depress the key pedal 28 and apply the brake (not shown)
When braking, the throttle valve 31 is turned off from the engine.
The engine valve should be held at its minimum opening, which is the engine idle position.
Braking by rake is performed in parallel with brake braking. one
On the other hand, release the brake pedal 28 and press the accelerator pedal 27.
When you press the button, the accelerator mode control described later will be performed.
be exposed. Also, the deceleration of the vehicle due to the brake pedal 28 is the reference value.
continues for longer than the reference time, and the block is larger than the reference time.
The vehicle speed immediately after releasing the rake pedal 28 is lower than the standard value.
If the brake pedal 28 is released, the brake pedal 28 may not be activated.
The throttle valve 31 remains at the minimum open position until the cell pedal 27 is depressed.
engine braking continues.
It is done. If the deceleration is below the standard value, or if the deceleration is below the standard value
If the duration of the state greater than the value is less than or equal to the reference time,
or the vehicle speed after releasing the brake pedal is higher than the standard value.
, unless the accelerator pedal 27 is depressed.
, a constant vehicle speed that maintains the vehicle speed immediately after the brake pedal 28 is released.
Throttle valve 3 is adjusted to the throttle valve opening such that driving is possible.
1 is rotated temporarily and then the auto cruise mode is activated.
1. Control is performed. In this auto cruise mode control, the brake pedal 2
After 8 is released, the contact information of auto cruise switch 18 changes.
If there is no change, the vehicle will run at a constant speed as described later.
However, at this time, the timing for releasing the brake pedal 28 is
There is no relation between the opening and closing timing of the throttle valve 31 and the opening/closing timing of the throttle valve 31.
Not necessarily 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 slot
Temporarily adjust the throttle valve 31 to the above throttle valve opening (brake).
A speed that can maintain constant vehicle speed at the speed immediately after the key pedal is released.
Rotate the throttle valve to the position where the valve opening is
Throttle valve opening/closing timing cycle after control cycle
The throttle valve 31 is controlled by auto cruise mode.
Perform the rotation. By controlling the vehicle speed in this way, the brake pedal
Immediately after the release of 28, the vehicle speed did not change much and it started to slip.
Suddenly, the vehicle shifts to constant speed driving. Also, the brake pedal 28 is released and the accelerator pedal 2
After pressing 7 and performing the accelerator mode control described below.
, even when the accelerator pedal 27 is released, such a
Auto cruise mode control is performed. Step C137 of throttle non-direction control (Figure 10)
Details about the accelerator mode control performed in
To explain, this accelerator mode control is performed by the control section 25.
Then, steps D101 to D126 shown in FIG.
This is done according to a flowchart. That is, first, in step D101, the previous control
Use the control cycle to find the target acceleration DVS.
#It is determined whether MDVS6S is used. this
Map #MDVS6S is active as shown in Figure 20.
Target acceleration using cell pedal depression amount APS as a parameter
It is used to find the degree DVS, and the accelerator pedal
It is used when the amount of depression of 27 is decreased. In addition,
The cell pedal depression amount APS is determined by the depression amount detection unit 14.
detected and inputted in step AlO3 of FIG. 8(i).
It is something that was given. In step D101, in the previous control cycle,
If it is determined that #MDVS6S has been used, the previous
Step D1 assumes that control is performed when the amount of depression is decreased.
Proceed to step 12. On the other hand, map #MD in the previous control cycle
If it is determined that VS6S was not used, the previous
Control was not performed when the amount of depression decreased, that is, the amount of depression was not performed last time.
Assuming that the control when the amount of water increases has been performed, proceed to step D102.
move on. If you proceed to step D102, press the accelerator pedal.
The change rate DAPS of the loading amount APS is set to a preset negative value
It is determined whether DAPS<K6 with respect to the reference value KG.
Cut off. In addition, this change in accelerator pedal depression amount APS
The conversion speed DAPS is determined in step A12 of FIG. 8 (iii).
It is calculated by the interrupt control of 1 to A122, and the step of FIG. 8 (1)
It was input using AlO3. In step D102, it is determined that DAPS<K.
In the case of disconnection, the amount of depression of the accelerator pedal 27 is currently reduced.
Assuming that it is a middle school, proceed to step DIO3 and set DAPS<
K, if it is determined that it is not, press the accelerator pedal 27.
It is assumed that the amount of depression is increasing, and the process advances to step D105. When proceeding to step D103, the previous control cycle
The control with the lever is for when the amount of pedal stroke increases, and this time it is the opposite.
The amount of fuel is decreasing. Therefore, in step D103, the amount of depression is
The maximum value DAPMXO of the rate of change DΔps when increasing is
0, and in the next step D104 change speed when the amount of depression decreases.
Step D1 with the value of the minimum value DAPMXS as 0.
Proceed to step 15. In addition, DAPMXO has an accelerator pedal 27
Since this is when the amount of depression increases, the value is always less than 0.
For DAPMXS, when the amount of depression of the accelerator pedal 27 decreases
Therefore, the value is always less than O. On the other hand, the process progressed from step D101 to step D112.
In this case, the rate of change DAPS is a preset positive standard.
It is determined whether DAPS>K7 for the value 7.
It will be done. In this step D112, DAPS)K7.
If it is determined that
Proceed to step D113 assuming that the
If it is determined that it is not K7, press the accelerator pedal 27.
Since the amount of depression is decreasing, the process advances to step D115.
. If the process advances to step D113, the previous control cycle
The control with the lever is for when the amount of pedal stroke is decreased, and this time it is the opposite.
The amount of traffic is increasing. Therefore, in step D113, the DA
The value of PMXO is set to O, and in the next step D114, DAP
After setting the value of MXS to O, the process advances to step D105. Therefore, the amount of depression of the accelerator pedal 27 is increasing (continues).
(continued to increase), step D1
After passing through the control from 05 to D111, steps D122 to D
130, and further controls in steps D123 to D126 are performed.
be exposed. On the other hand, the amount of depression of the accelerator pedal 27 is decreasing (
If it is determined that the condition is decreasing (continuously decreasing), proceed to step D.
After passing through the control steps D115 to D121, steps D131 to D121 are performed.
D]33, and further the control of steps D123 to D126
It is done. If the process advances to step D105, the depression amount detection section 14
is detected in step AlO3 of Fig. 8(i).
Target acceleration corresponding to accelerator pedal depression IAPS
DVS is read from map #MDVS60. child
Map #MDVS60 is accelerator pedal depression amount A
With P S as a parameter, the amount of depression of the accelerator pedal 27
This is to find the target acceleration DVS when it is increasing.
Therefore, the value of AI)S and the value of DVS are as shown in Figure 20.
It has the correspondence shown in #MDVS60. In the next step D106, in the previous control cycle,
The stored DAPMXO value and the current control cycle
The value of DAPS at And DAPM
If it is determined that XO<DAI)S, step
At C107, DAPS is new and the value of APMXO is
Assigned to DAPMXO and stored, step D108
Proceed to. Also, if it is determined that DAPMXO<DAPS is not
contains the DAPM stored in the previous control cycle.
XO remains stored as is, and the process proceeds to step D108.
. In step D108, the DAPMXO
The target acceleration DVS7 corresponding to the map #MDVS70
Read from. This map #MDVS70 is DAP
Depression amount of accelerator pedal 27 using MXO as a parameter
This is for finding the target acceleration DVS7 when is increasing.
DAPMXO and DVS7 are shown in FIG. 21 (7
) #MDVS70. It is clear from the correspondence shown in #MDVS70 in FIG.
In order to ensure that the
Therefore, the amount of depression of the accelerator pedal 27 is increased quickly.
The value of target acceleration DVS7 increases accordingly. However, D.A.
When PMXO exceeds a certain value, the value of target acceleration DVS,
constant, so there is no sudden sudden increase that could lead to a decrease in safety.
Speed is not allowed. In the next step D109, the accelerator pedal depression amount AP
The rate of change of S DAPS is relative to the preset reference value.
Then, it is determined whether DAPS>K. D.A.
PS) If it is determined to be K, press the accelerator pedal.
Assuming that the change when the amount of depression in 27 increases is large, step D1 is performed.
Proceed to step 10 and if it is determined that DAPS>K is not the case
Assuming that the change is not large, proceed to step D11].
nothing. Then, proceed from step D109 to step D110.
In this case, after setting the value of counter CAPCNG to 1,
Proceed to step D111. In step D111, the value of counter CAPCNG is
The corresponding target acceleration DVS is from map #MDVS80.
Read out. Map #MDVS80 is the counter CAP
Using the CNG value as a parameter, press the accelerator pedal 27.
To find the target acceleration DVS when the amount of depression is increasing.
, the value of counter CAPCNG and DVS,
The value is the correspondence relationship shown in #MDVS80 in Fig. 22.
has. The counter CAPCNG used in step D111
The value is determined in step A118 of FIG. 8(ii) as described above.
~Set by interrupt control of Al2O, and a value other than 0
Always 0 unless assigned. If this value is 0,
Read from map #MDVS80 in step D111.
The target acceleration DVS is also #MDVS80 in Fig. 22.
As is clear from this, O is obtained. Also, the rate of change DAP
If S is greater than the reference value, then
At step D110, the value of the counter CAPCNG is set to 1.
Therefore, if the rate of change DAPS is greater than the reference value,
During this period, the value of the counter CAPCNG is always 1. did
Therefore, at this time, map #MD is set in step D111.
The target acceleration DVS read from VS80 is the 22nd
As is clear from #MDVS80 in the figure, map #M
This is the largest in DVS80. In step D110, the value of the counter CAPCNG is
After being set to 1, step D10 is performed again in the next control cycle.
2 and reaches step D109, the accelerator pedal 2
Now that the increase in the amount of pedal effort in step 7 has been eased or stopped,
In step D 1-10 of DAPS)K, unless
Judgment is made and step DIIO is not passed through.
Proceed to D111. In this step D111, the counter C
The value of APCNG is from step A118 of FIG. 8(ii)
The value is determined by Al2O interrupt control. In this interrupt control, in step A118, the counter
The value obtained by adding 1 to the previous value of CAPCNG is the count.
CA P CN'G is specified as the new value. In the next step A119, the value of the counter CAPCNG is
is 1 or not, but as described above, the step
If the value of counter CAPCNG is set to 1 in step D110,
In step A118, the new value of the counter CAPCNG is
2, so by the judgment in step A119
Step Al2O8 does not proceed, and at the end of the current interrupt control
The value of the counter CAPCNG at the point is 2. Furthermore, step DIO9 is used from the next control cycle onwards.
If control is performed and the state that is not DAPS)K continues.
Then, by interrupt control, the counter CAPC is set as described above.
The NG value increases by 1. From step D102 to step D109
If the process progresses through step D102, the process proceeds to step D102.
Therefore, the rate of change DAPS is 6 for the reference value, and DAPS
<KG, not DAPS≧6. therefore,
Directly proceeding from step D109 to step D111 is
Set the value where the rate of change DAPS is 8 for K6≦DAPS≦.
6 is a negative value for the reference value as mentioned above.
, and each of the reference values has a positive value. others
If the amount of depression of the accelerator pedal 27 is kept constant, the upper
As mentioned above, the value of the counter CAPCNG increases by 1.
To go. At this time, in step D111, map #MDVS8
The target acceleration DVS8 read from 0 is as shown in FIG.
#As is clear from MDVS80, counter CAPC
It decreases as the value of NG increases and finally becomes 0. death
Therefore, the amount of depression of the accelerator pedal 27 is increased.
After that, if this amount of depression is held almost constant, it will have a positive value.
The value of target acceleration DVS8 to be determined depends on the elapsed time after holding
Both gradually approach O. On the other hand, from step DLO4 or D112
If the process advances to D115, the depression amount detection unit 14 determines that
detected and inputted in step AlO3 in FIG. 8(i).
Target acceleration D corresponding to the accelerator pedal depression amount Aps
VS is read from map #MDVS6S. In addition
, map #MDVS6S is the accelerator pedal depression amount AP
With S as a parameter, the amount of depression of the accelerator pedal 27 is
This is to find the target acceleration DVS & when it is decreasing.
Therefore, APS and DVSG are #MDVS in Figure 20.
It has the correspondence shown in 6S. In the next step D116, in the previous control cycle,
DAPMXS stored in the current control cycle
DAPS is compared. DAPMXS>DAPS
If it is determined that there is a new AP
In step D117, the DAP is set as the value of MXS.
It is assigned to MXS and stored, and the process proceeds to step D118.
. Also, if it is determined that DAPMXS>DAPS is not
If the DAP stored in the previous control cycle
MXS is stored and remains as is, and the process proceeds to step D118.
move on. In step D118, D
Target acceleration DVS1 corresponding to APMXS is map #M
Read from DVS7S. This-, l'yp#MD
VS7S accelerates using DAPMXS as a parameter
Target acceleration OVS when the amount of depression of the pedal 27 is decreasing,
This is to find the DAPMXS and DVS7.
has a correspondence relationship shown in 3MDVS7S in Figure 21.
Ru. In addition, DAPMXS is operated by pressing the accelerator pedal 27.
Since this is the rate of change in the amount of depression when the amount is decreasing,
As mentioned above, it becomes O or a negative value, and the target acceleration DV
S, is also negative as shown in #MDVS7Stm in Figure 21.
value. Therefore, the absolute value of the target acceleration DVS7 is
This results in deceleration. In this way, in the control of steps D116 to D118,
As is clear from the correspondence shown in Figure 21, access
The faster the amount of depression of the pedal 27 is reduced, the faster the target acceleration.
The value of degree DVS7 becomes a smaller negative value. In the next step D119, the accelerator pedal depression amount AP
The rate of change of S DAPS reaches the preset negative reference value by 9
, it is determined whether DAI)S<K9.
. If it is determined that DAPS<K, press the accelerator.
Since the change when the amount of depression of the pedal 27 decreases is large, the step
Proceeded to step D120 and determined that DAPS<K.
If so, it is assumed that the change is not large and the process proceeds to step D121.
. Also. When proceeding from step D119 to step D120
After setting the value of counter CAPCNG to 1, step
Proceed to D121. In step D121-, the value of the counter CAPCNG is
The corresponding target acceleration D V S ll is map #MDV
Read from S8S. Map #MDVS8S is 5 cows
Using the value of the printer CA P CN G as a parameter,
Target acceleration DV when the amount of depression of the cell pedal 27 is decreasing
This is for finding S. Figure 22 shows the values of counter CAPCNG and OVS.
It has the correspondence shown in 3MDVS8S. In addition, this
target acceleration DVSs, #MDVS8S in Figure 22
As shown in , the value is 0 or negative, so this target
In other words, acceleration DvSl+ becomes deceleration. The counter CAPCNG used in step D121
The value is determined in step 811 of FIG. 8(ii) as described above.
8 ~ Set by Al2O interrupt control, value other than 0
It is always 0 unless assigned. Therefore, this CAP
If the value of CNG is O, map # is set in step D121.
The target acceleration DVS read from MDV88S is also
As is clear from #MDVS8S in Figure 22, it becomes O.
. Also, if the rate of change PS is smaller than the reference value
- In step D120 as described above, the counter
The value of the counter CAPCNG is set to 0. Therefore, if the rate of change DAPS is less than the reference value
The value of the counter CAPCNG is always − during
Read from map #MDVS8S at step D12]
The target acceleration DVS is #MDVS in FIG.
As is clear from 8S, map #MDVS8S
This DVSs has the maximum deceleration and the minimum negative value.
Become. For example, in step D120, the counter CA P
After the value of CN G is set to 1, it is set again in the next control cycle.
After passing through step D112 and reaching step D1.19
, at this time, the reduction in the amount of depression of the accelerator pedal 27 is alleviated.
Rui was discontinued, so it was determined that DAPS<K was not the case.
If so, go from step D1]9 to step D121.
move on. In this case, do not go through step D120.
Then, the value of the counter CAPCNG is determined by the step in FIG. 8(ii).
Determined by interrupt control of A, 118~Al2O
will be the value. In this interrupt control, step A118
then add 1 to the previous value of counter CAPCNG.
The value obtained is the new value of this counter CA I) CN G.
is specified as In the next step A119, the value of the counter CAPCNG is
is 1 or not, but as described above, the step
In step D120, the new value of counter CAPCNG becomes 2.
Therefore, the decision made in step A119
It does not proceed to Al2O. As a result, this interrupt control
The value of the counter CA P CN G at the end is 2.
Ru. and. Furthermore, even after the next control cycle, step Dl19 is executed.
control is performed, and the state where DAPS<K9 does not continue.
Then, by interrupt control, the counter CA
)) The value of CN G increases by 1. Step D119 to step D112 to step D1
15, proceed to step D1]2.
The rate of change DAPS is 7 compared to the reference value DAPS
) K, is no longer L') A PS≦7. Therefore, from step D119 to step D121
What directly advances is that the rate of change DAPS is Kg≦DAPS≦
has a value of 7, and as mentioned above, the base
7 has a positive value in the semi-value, and 9 has a negative value in the standard value.
Therefore, keep the amount of depression of the accelerator pedal 27 constant.
Then, as mentioned above, the value of the counter CAPCNG increases by 1.
It will continue to increase. At this time, in step D121, map #MDVS8
The target acceleration DVSg read from S is as shown in FIG.
#As is clear from MDV88S, the counter CA P
CN increases as the value of G increases, and eventually reaches 0.
Become. Therefore, the amount of depression of the accelerator pedal 27 is reduced.
After doing this, if you keep this amount of depression almost constant, the negative
The value of the target acceleration OVS, which has the value of
It gradually approaches O as time passes after holding. When proceeding from step D111 to step D122, the step
Target determined by control of steps D105 to D111
The sum of the accelerations DVS, , DVS, and DVS is
Overall 11-target acceleration DvS in Xelmode control
Calculated as Ap. Then, in the following step D127, this accelerator pedal
The target acceleration DVSAP based on the depression of 27 is O1~
11 target acceleration specified by cruise switch 18 DV
It is determined whether the S_AC is greater than the S_AC. In addition, O
Target acceleration DVS at cruise switch 18
The AC designation will be explained later, but the auto cruise switch
Target acceleration DvsAc is not specified in switch 18.
If the target acceleration is canceled or the target acceleration is
The value of the speed D V S AC is set to zero. The target acceleration DVSAP is higher than the target acceleration DVSAc.
If it is larger, the process advances to step D129 and the target acceleration D
As VS, the eyes based on the depression of this accelerator pedal 27
The target acceleration DVSAP is adopted. Then, in the following step D130, the target acceleration DVSAC
The value of is set to O, and the process proceeds to step D123. The target acceleration DVSAP is greater than the target acceleration DVS80.
If it is not large, proceed to Step I) 128 and set the goal.
As acceleration DVS, auto cruise switch 18
Specified target acceleration 1) Adopting V S AC,
Step D] Proceed to 23. On the other hand, when proceeding from step 12] to D131, step
The target addition obtained by the control of steps D115 to D121
The sum of the speeds DVS, L)VS, and DVS, is
, overall target acceleration D V in accelerator mode control
Calculated as SAP. Then, in the following step D132, the auto cruise switch is activated.
The value of the generalized target acceleration D V SAC specified by switch 18 is
After setting it to O, proceed to step D l 33 and set the target acceleration.
As a DVS, when this accelerator pedal 27 is depressed,
Target acceleration based on I) V S AP is adopted, and the step
Proceed to step D123. In this way, when the accelerator pedal 27 is depressed, this
Target acceleration D V based on the depression of the accelerator pedal 27
SAP was specified with auto cruise switch 18.
Until the target acceleration D V S Ac becomes greater than
, specified with the auto cruise switch 18 as the target vehicle speed.
The target acceleration D VS AC is adopted as follows.
Due to reasons. In other words, the amount and speed of depression of the accelerator pedal 27 are small.
Currently, the target acceleration is based on the depression of the accelerator pedal 27.
Target acceleration DVSG, which is a component of degree DV S AP,
DVS7 and DVS, (7) Everyone will also become smaller.
, the total of the target accelerations DVS, , DVS, and DVS,
The value of the target acceleration DVSAP, which is the sum, also becomes smaller. Aku
When the cell pedal 27 starts to be depressed, the amount of depression of the pedal 27 and
Since the pedaling speed is still small, the target acceleration D at this time is
The value of VSAP also becomes small, and the target acceleration DVSA
The value of P is specified by the auto cruise switch 18.
The target acceleration DvsAc may be less than or equal to the value of the target acceleration DvsAc. Therefore, the vehicle's
When controlling driving (auto cruise control),
Press down on accelerator pedal 27 to change to accelerator mode control.
If you change the target acceleration, the target acceleration may change at the initial stage of the change.
There is a risk that it will decrease. Change to accelerator mode control
This is usually when you want to obtain more acceleration than the current one, so
− Regardless of time, if the target acceleration decreases, it is due to rapid acceleration.
This is not desirable for smooth acceleration or smooth acceleration. Therefore, during such a period, the target acceleration D VSAC
We are hiring those who are. Note that the target accelerations DVS, , DVS7 and DVS,
The characteristics will be described later. Next, in step D123, the target acceleration DVS is
Target torque required to obtain as actual acceleration of the vehicle
T OM 8 is calculated by the following formula (2). TOM A= [((W −r/g)・ks+ki)
・DVS+ R"rl/ T ta... (2) In the above equation (2), W, r, g, ks. ki, TQ are as described above when explaining the throttle non-direction control.
It is the same as that used in equation (1) shown in , and
R' is the running time of the vehicle calculated by the following formula (3)
It is resistance. R'=μr-W+μair-A-VA2... (3
) In the above formula (3), μr is the rolling of the vehicle.
The drag coefficient, W, is the same vehicle as used in equation (2) above.
weight, μair is the vehicle's air resistance coefficient. A is the Noh mask projected area of the vehicle, and VA is the step in Figure 8 (iv).
Figure 8 (
This is the actual vehicle speed input in step AlO3 of i). When proceeding from step D123 to step D124, the step
The target torque TOMA calculated in step D123 and the engine
Detected by engine rotation speed detection unit 21 as shown in FIG. 8(i)
The rotation speed of the engine 13 input in step AlO3 of
The throttle valve opening degree OTHA corresponding to NE is mapped.
# M T I (continues from Map # M T
H is as shown in Fig. 10 during the aforementioned throttle non-direction control.
This is the same as that used in step C131. In the next step D125, the flag Ill is 1, but
It is determined whether or not the flag I11 is
In other words, a value of 1 means that the current control cycle is slow.
This is a control cycle for opening and closing the throttle valve 31.
It shows. In this way, if the value of flag, □ is 1, open/close
Since this is a control cycle for performing
If the value of flag 111 is not 1, open/close is performed.
Since this is no longer a control cycle, the process proceeds to step D126.
First, the accelerator mode control in this control cycle
end. In step D126, the
The control unit sends a signal instructing throttle valve opening 0/rHA.
25 to the throttle valve opening moving part 26. This slot
In the torque valve opening moving part 26, the actuator drive part 39
Upon receiving the above signal, the throttle valve actuator 40
to the position where the required (throttle valve opening θTHA) is achieved.
)yJ, motion signal for rotating the throttle valve 31 with
The throttle valve actuator 40 is inserted into the slot.
The valve 31 is rotated. At this time, the opening degree of the throttle valve 31 is determined by the throttle valve opening degree detection.
It is detected by the output part 41, and this detection result is sent to the actuator.
is sent to the motor drive unit 39 and feedback control is performed.
Ru. When the throttle valve 31 is rotated to a predetermined position, it is activated.
The stuator drive section 39 no longer sends out drive signals, and the
The throttle valve 31 stops at a predetermined position and the current control cycle is activated.
Ends accelerator mode control in the vehicle. In this way, the intake passage 30 is opened through the throttle valve 31.
By closing, as mentioned above, the air is drawn into the engine 13.
The output of the engine 13 changes as the amount of air and fuel changes.
is adjusted, and as a result, it is almost equal to the target acceleration DVS.
The vehicle is accelerated by the acceleration. As mentioned above, accelerator mode control
The amount of depression of the dial 27, the rate of change of this amount of depression, and the amount of depression of the same amount.
Determine the target acceleration based on the direction of change in the quantity and
The throttle valve 31 is opened and closed in accordance with the target acceleration of
This is to control the engine 13. That is, the amount of depression APS of the accelerator pedal 27 was increased.
In this case, DVS, ,DV constituting the target acceleration DVS
S, and DVS, (7) 3”) (7) Target acceleration value
change as follows. First, the value of DVS is the first value for the value of the depression amount APS.
Determined based on the correspondence shown in #MDVS60 in Figure 20
Therefore, the value increases as the depression amount APS increases.
In particular, the faster the stepping amount APS is increased, the more DVS
, the rate of increase will be large. In addition, the value of DVS continues to increase as the amount of pedal stroke APS continues to increase.
The maximum value of the rate of change in the amount of depression during the period D A P
M
Since it is determined based on the correspondence shown, the amount of depression APS
The faster you increase the value of DVS7, the larger the value of DVS7 becomes.
Ru. Furthermore, the value of DVS is the counter CA I) CNG
For the value of
The increase in the amount of pedal stroke APS is the standard.
When the speed exceeds , it becomes CAPCNO-2 and D
VS8 has the largest value. In this way, each target acceleration DVS,,DVS,,D■S8
changes, so the amount of depression of the accelerator pedal 27 can be increased.
The faster you do this, the more rapidly the vehicle will accelerate. In addition, the increase in the amount of depression is stopped and the accelerator pedal 27 is depressed.
When the amount is held constant, each target acceleration DVS,,D
The values of VS, and DVSll are as follows:
. The value of DVS 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. In addition, the value of DVS7 is such that the amount of depression APS is kept constant.
#MD in Fig. 21 in the same way as above when the amount of depression increases before
The value determined based on the correspondence shown in VS70 is
Since it is held as it is, it remains constant. Furthermore, the value of DvS is based on the speed of increase in the amount of depression APS.
CAPCNG depending on the amount of time that has passed since it became below average.
As the value of increases, it is shown in #MDVS80 in Figure 22.
As such, it gradually decreases over time and eventually O
becomes. Therefore, the increase in the amount of depression is stopped and the accelerator pedal 27 is stopped.
If the amount of depression is held constant, the target acceleration DVS will be
, gradually approaches a constant value. In other words, the amount of depression APS of the accelerator pedal 27 is set to an appropriate amount.
If you increase the acceleration to
and transitions to a state of slow acceleration. On the other hand, the amount APS of the accelerator pedal 27 was decreased.
In this case, each target acceleration DVSG, DVS7. DVS
The value of , is as follows. The value of DVS is as shown in Fig. 20 for the stepping JiAPS.
It is determined based on the correspondence shown in #MDVS6S. For this reason, the value decreases as the pedal stroke APS decreases.
It becomes. The rate of decrease in this DvSG is the amount of depression APS
The faster the decrease, the larger it becomes. In addition, the value of DVS7 shows that the depression amount APS continues to decrease.
The minimum value of the rate of change in the amount of pedal effort (i.e., the rate of decrease)
Maximum value) #MDVS7 in Figure 21 for DAPMXS
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 DVS (
negative and small absolute value). Furthermore, the value of DVS is based on the decrease in the amount of depression APS.
When the speed exceeds, CAPCNG=1 and the
As shown in #MDVS8S in Figure 22, the smallest value (
negative and the absolute value is the maximum value). Therefore, the depression amount APS of the accelerator pedal 27 decreases.
The faster the vehicle accelerates, the faster the vehicle accelerates, and the faster the
The vehicle is in a deceleration state. In addition, Fig. 20 (7) #MDVS60 and #MDVS
As shown in 6S, when the amount of depression is increasing and when it is decreasing.
Then, when comparing the values of DVS corresponding to the same amount of depression,
It is set larger when the amount of depression is increasing. Therefore, even if the amount of depression is the same, the amount of depression can be increased.
It is more rapid when the pedal is pressed down than when it is decreased.
acceleration is performed. In addition, DVSG is shown in Fig. 20 (7) #MDVS 6 S
As shown in the figure, even after reducing the amount of depression and setting the value to 0, the pull remains constant.
If the depression amount is subsequently decreased, the value becomes negative. child
Therefore, each target acceleration DVSG, D■S7 and DvS
The target acceleration DVS obtained by adding ll also becomes a negative value, and this result
As a result, the vehicle is decelerated based on the negative target acceleration.
It turns out. 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
The value of S,,DVS,,DVS,is as follows. The value of DVS is #M in Fig. 20 for the amount of depression APS.
Since it is determined based on the correspondence shown in DVS6S,
Here it is a constant value. In addition, the value of DVS is such that the amount of depression APS is kept constant.
The minimum value of the rate of change in the amount of depression before the amount of depression decreases (
(i.e., the maximum value of the decreasing speed), the 21st
Determined based on the correspondence shown in #MDVS7S in the figure.
It remains constant because it holds the value as it is. Furthermore, the value of DVS is based on the decreasing speed of the depression amount APS.
CAPCN depending on the amount of time that has passed since it became below average.
Since the value of G increases, #MDVS8S in Figure 22
As shown, it gradually increases over time and the final
It becomes O. In this way, the amount of depression of the accelerator pedal 27 is reduced.
When the acceleration is decreased or decelerated, the
The acceleration decreases and shifts to an acceleration state with constant acceleration.
That's what I do. Now, the 10th step performed in throttle non-linear control
O1 to cruise mode control in step C144 in the figure is
, the flowchart of steps EIOI to E133 in FIG.
It is carried out according to the rules. This auto cruise mode control is
In direct motion control, the accelerator pedal 27 and the brake
What happens when both pedals 28 are not depressed
It is. First, in step EIOI, the previous control
When the accelerator pedal 27 is not depressed and the accelerator is
It can be determined whether the contact of the cell switch 15 is in the ON state or not.
Cut off. The accelerator pedal 27 is released and the accelerator switch
The first control cycle after the contact of switch 15 is turned ON.
If it is, step JE 1 is determined here.
02, the accelerator pedal has already been pressed in the previous control cycle.
27 is released and the contact of the accelerator switch 15 is in the ON state.
If the status is
Proceed to step E110. Therefore, depress the accelerator pedal 27 to accelerate the vehicle.
After doing this, release this accelerator pedal 27 and then
The first control cycle is the first control cycle after this first control cycle.
control cycle or depressing the accelerator pedal 27
Release the brake pedal 28 and auto cruise
Each control sample after mode control was started.
The control is different from cycle. The first control service after releasing the accelerator pedal 27
If the cycle progresses to step E102, the flag
Set the value of Ei to 0 and proceed to step EiO3. this flag
D. The constant vehicle speed is determined by the driving state designation unit 3 of the control unit 25.
The run should be specified by the value O
It shows. In step E103, the value of flag ■6 is set to O, and the
Proceed to step E104. This flag. is the latest after the contact of the changeover switch 46 is in the ON state.
A value of 1 indicates that this is the first control cycle.
This is what is shown. In step E104, step A1 in FIG. 8(iv)
Latest actual vehicle speed V calculated by interrupt control of 23 to A128
A is input as the actual vehicle speed immediately after the accelerator pedal 27 is released.
Then, in the next step E105, this actual speed is set to the target vehicle speed ■S.
Vehicle speed ■AI is substituted. Then, in step E106, the value of flag is set to O.
do. Note that this flag ■3 is due to the value being O.
The auto cruise mode control keeps the vehicle speed almost constant.
This shows that it is maintained. Next, in step E107, the vehicle speed is maintained at the target vehicle speed ■S.
The engine required to maintain
M is calculated by the following formula (4). Proceed to step E108. T OM3 = [((W-r/g) ・ks+ki)
・(DVS, -DVS, , )+To41EM]/
T. ...... (4) Note that the above equation (4) indicates the aforementioned throttle non-direction control.
At step C130 in flowchart 1 of Figure 10,
This is substantially the same as the formula (1) used. In step E108, the eyes calculated in step E107 are
The target torque TOM is detected by the engine rotation speed detection unit 18.
and the input input in step AlO3 of Fig. 8(i).
Throttle valve opening (ITI) corresponding to engine rotation speed NE
+□ is read from the map #MTit. Next, in step E109, the throttle valve opening is 0.
A signal instructing THa is sent from the control unit 25 to the throttle valve rotation.
It is sent to the actuator drive section 39 of the moving section 26. stop
Then, from this actuator drive section 39, the throttle valve
A required drive signal is sent to the cutter 40, and the
The throttle valve actuator 40 controls the throttle valve 31.
Perform rotation. At this time, the opening degree of the throttle valve 31 is
Actuator drive through throttle valve opening detection section 41
Feedback control is performed by section 39. Then, when the throttle valve 31 is rotated to a predetermined position,
, the actuator drive section 39 no longer sends out drive signals.
The throttle valve 31 stops at a predetermined position and the current control is activated.
When the auto cruise mode control in the control cycle is terminated.
Ru. The throttle valve operates in this way to open and close the intake passage 30.
As mentioned earlier, by doing
3.The air paper inhaled changes and the amount of fuel changes to reach the target.
A torque approximately equal to the torque TOM is applied from the engine 13.
Output. In this way, 1-lux output from the engine 13 is
As mentioned above, check the actual vehicle speed immediately after releasing the accelerator pedal 17.
Torque required to maintain a constant vehicle speed as the target vehicle speed
is approximately equal to . and ”-step E10 mentioned above.
By controlling 4 to E109, the accelerator pedal is released immediately.
Later, at the timing to open and close throttle valve 3]
Accelerator pedal release even if not in the corresponding control cycle.
Adjust the throttle valve opening to maintain the vehicle speed immediately after release.
Temporarily rotate the throttle valve 31 to determine the target vehicle speed.
Preparations are made for transition to a constant vehicle speed running state. ” to control a series of steps E L 04 to E 1.09.
The rotation of the throttle valve 31 due to
Step C121 and step C121 in FIG. 10 of the dynamic control
Throttle valve 31 controlled by ports C129 to C132
The conditions for starting control are substantially the same as the rotation of
They are just different. The first control cycle after releasing the accelerator pedal 27
The control cycle after performing the above control is
Or release the brake pedal 28 and start.
Control of step C121 and steps 0129 to C132
After controlling the vehicle, the system transitioned to auto cruise mode control.
In the control cycle of
In some cases, the accelerator switch may also be used during the turn control cycle.
Since the contact of switch 18 was in the ON state, step E1
Proceed to step 10. In this step E110. The position of the acceleration switch 45 is different from that of the previous control cycle and this time.
It is determined whether or not the control cycle is different. Contents of control when the acceleration switch 45 is not switched
To explain, the acceleration switch is changed from the turn control cycle.
Since the position of switch 45 has not changed, step E
Proceed from IIO to step E128, select switch 46
Controls related changeover switches. Step E]-28 changeover switch control is shown in Fig. 13.
In the flowchart shown in steps F101 to F121 of
Therefore, the driving state switching section 12 of the control section 25 and the
The target vehicle speed setting section 6 and the target east speed change control section 6a.
corresponding to the operation of the selector switch 44.
Results of switching the vehicle running state and operating the changeover switch 44
The specified vehicle running state is accelerating or decelerating.
A goal to be achieved at a certain time) [Changes in speed, etc. Explaining the case where the selector switch 46 is not operated.
, in step F101 of FIG.
Whether or not the contact point 46 is in the ON state is shown in Fig. 8 (i).
Judgment based on contact information input in step AlO3
and the selector switch 46 is not operated.
Since the contact of this changeover switch 46 is not in the ON state,
The process advances to step F111. In step F111, the value of the flag IS is set to O, and the
Proceed to step F112. Note that this flag I5 is
In the control cycle, the contact of the changeover switch 46 is ON.
A value of 1 indicates that the state was
It is. Then, in step F112, the value of the flag ■ is set to 0.
do. If you do not operate the selector switch 46, the above
The changeover switch control for this control cycle is finished, and the first
Proceeding to step E129 in Figure 2, the value of the flag ■ is 1.
It is determined whether or not. The value of flag I is set at step C145 in FIG. 1-0.
is set to 0 in step E102 of FIG.
As described above, in the changeover switch control in step E128,
when the contact of the changeover switch 46 is in the ON state.
When the control is performed or the position of the acceleration switch 45
Control when has changed from the previous control cycle
becomes 1 when this is done. Therefore, the changeover switch
46 and acceleration switch 45 at the same time.
In this case, the value of flag I is O, and step E12
Based on the determination in step E132, the process advances to step E132. In addition, this
At this time, the designation by the running state designation part 3 of the control part 25 is determined.
The vehicle is running at high speed. Then, in step E132, the value of the flag ■ is 1.
The contact of the changeover switch 46 is in the ON state depending on whether
Determine whether it is the first control cycle after the
do. When the selector switch 46 is not operated
, the contact is not in the ON state, and the value of the flag ■ is
Since it is O, the process advances to step E133 and target vehicle speed control is performed.
Let's do it. This target vehicle speed control is carried out by the driving state specifying section 3 as described above.
When constant speed driving is specified, the vehicle speed can be adjusted by
Control to bring the vehicle closer to the target vehicle speed and target vehicle speed change switch 46
This system controls changes in the set value of the target vehicle speed.
Then, the flowchart of steps J101 to J116 in FIG.
According to the chart, the constant vehicle speed control section 8 of the control section 25
Therefore, it is done. In other words, in this target vehicle speed control, first, step J
1.01, the flag 1. whether the value of is 1 or not
It is determined whether the flag ■, the value of the brake pedal
By releasing the depression of 28, O1-Cruise mode is activated.
When the vehicle transitions to a state where the vehicle is running under road control, the first
It becomes 1 at step C128 in Figure 0, and the accelerator pedal 2
By releasing step 7, the vehicle enters the running state.
If so, it becomes 1 in step E108 of FIG. Therefore, when the vehicle is running under auto cruise mode control,
After transitioning to the state, the acceleration switch 45 and the changeover switch
If you proceed to step J101 without performing the operation in step 46,
If so, step J101 determines that step
Proceed to J102. In step J102, the current control cycle is
Check whether the timing corresponds to the opening/closing of the valve 31.
, the value of the flag 10 is 1 or not.
do. If the value of flag I11 is 1, step
Proceed to J103 and perform the control necessary to open and close the throttle valve 31.
If the value of flag 11□ is not 1, the current control is
When the auto cruise mode control in the control cycle is terminated.
Ru. If the value of flag Ill is 1, the next step
Proceeding to J103, the target vehicle speed vS for constant speed driving includes a provisional value.
As the value of
Substitute the actual vehicle speed VA. This provisional setting of target vehicle speed vs. assumes that the vehicle speed is approximately constant.
This is to prepare for control after the vehicle speed becomes almost constant.
It is done from the front. This setting value is set when the vehicle speed is approximately constant.
every control cycle corresponding to the opening/closing timing until
Updated. Next, in step J104, the 10th
L) by the control of steps C141 to C143 in the figure.
VA-s or DVA. The value of
The absolute value of acceleration DVA is equal to α to the preset reference value.
On the other hand, it is determined whether IDVA <Kα or not.
. Target vehicle speed control keeps the vehicle speed almost constant and reduces vehicle acceleration.
As a result of the decrease in speed, in step J104, D
If it is determined that VAI<Kα, step J10
8, the flag 1. After setting the value to O, step J10
Proceed to 9. In addition, the vehicle speed is not nearly constant, and the
In step J 104, both accelerations do not decrease.
, l If it is determined that DVA I <Kα,
Proceed to step J105. In step J105, the actual acceleration DVA is a positive value.
Depending on whether the vehicle is currently accelerating or decelerating
Determine if the situation is correct. Actual acceleration DVA is a positive value.
If the vehicle is accelerating, the vehicle is running at a constant speed.
In order to obtain the actual acceleration DV, proceed to step J107 and calculate the actual acceleration DV.
The target value is the value obtained by subtracting the preset correction amount ΔDV2 from A.
Let acceleration be DVS. On the other hand, if the actual acceleration DVA is a negative value
In some cases, the vehicle is decelerating, so it is not running at a constant speed.
In order to make the actual acceleration D
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 focus in this control cycle is
Finish the marker speed control and proceed to step E123 in Fig. 12.
nothing. In steps E123 to E127 in FIG.
The acceleration of the vehicle is made to match the target acceleration DVS as described above.
Control is performed to ensure that Therefore, the vehicle speed is approximately
In a state where the value is not constant, step J in Figure 16
], the above control from 01 to J10'7 is repeated.
As the target acceleration DVS gradually approaches 0,
The absolute value of the actual acceleration DVA decreases, and the vehicle speed gradually becomes a constant value.
approach. Then, in step J104 of FIG.
If we judge that VA l <Kα, as mentioned above,
Proceed to step J109 via step J108, and proceed to step J109.
Set the value in step J103 in the control cycle of
The target vehicle speed VS is determined in steps J109 to J described below.
The target vehicle speed in the control for constant speed driving of 116 is
Ru. Also, proceed to step JIO9 via step J108.
In the control cycle after the control cycle, the trigger is
Next, perform auto cruise mode control. And accelerate
Do not operate switch 45 and changeover switch 46.
As long as the value of flag I remains O, step
Proceed directly to step J109 based on the judgment of J101.
Control takes place. In step J109, the all-cruise switch 18
The target vehicle speed change switch 48 is in the (+) direction in FIG.
Whether or not it is rotated is determined at step Al in FIG. 8(i).
The determination is made based on the contact information input at O3. (+
) side contact is in the ON state, step
Go to JIIO and check the target vehicle speed in the previous control cycle.
The new value is the sum of vS and the preset correction amount VT.
After setting the target vehicle speed ■S, proceed to step J113.
nothing. On the other hand, if it is determined that the (+) side contact is not in the ON state,
Then, the process advances to step J111. In step J111, the target vehicle speed change switch 48 is
It is determined whether or not it is rotated in the (-) direction in Figure 6.
Ru. If it is determined that the (-) side contact is in the ON state,
Proceeding to step J112,
The new target is the value obtained by subtracting the correction amount VT from the target vehicle speed S.
After setting the vehicle speed vs., the process advances to step J113. On the other hand, if it is determined that the (-) side contact is not in the ON state,
goes directly to step J113. Through such control in steps J109 to J112,
, change of target vehicle speed vS by target vehicle speed change switch 48
is performed, and the (+) side contact of the target vehicle speed change switch 48
If the ON state continues, step J will be executed every control cycle.
The target vehicle speed VS is increased by the control at step 110. Also,
Check the ON state of the (-) side contact of the target vehicle speed change switch 48.
If it continues, the control in step J112 will be executed every control cycle.
Therefore, the target vehicle speed VS decreases. Then, the target vehicle speed change switch 48 performs the above-mentioned operation.
After changing the target vehicle speed VS, the (+) direction in Figure 6
Stop rotating in the direction or (-) direction and return to the intermediate stopping position.
When the target vehicle speed change switch 48 is returned to the
The target vehicle speed VS changed and set in the cycle is the next control.
This is the target vehicle speed after the cycle. Therefore, step
From J104 to Step J]08 to Step J109
After proceeding to , do not operate the target vehicle speed change switch 48 at all.
If not, set the value in step J]-03.
The target vehicle speed VS is 1 in each subsequent control cycle.
] The vehicle speed becomes the target vehicle speed. Step J] The above operations are performed by controlling steps 09 to J112.
To change the target vehicle speed ■S, change the actual acceleration DVA as described above.
The process is performed after the absolute value of decreases and becomes smaller than the reference value α.
Constant speed driving condition where the vehicle speed is almost constant.
[Target by vehicle speed change switch 48]
It becomes possible to change the vehicle speed vs. Next, in step J113, the target vehicle speed vS and
The actual vehicle speed VA input in step AlO3 of (i)
The difference VS-VA is calculated and the process proceeds to step 114. In step J114, the vehicle speed has already become almost constant.
Therefore, control with high stability is preferable to control with high responsiveness.
is necessary. For this reason, the steps in FIG.
Figure 8 shows the value of the actual acceleration DVA used in E123.
Step A of (iν)】-23 to A128 interrupt control
Therefore, it is calculated and manually executed in step 8 103 of Fig. 8 (i).
Three types of actual acceleration DVA&, , DVA13. and
As mentioned above, among the D V As5 degrees, the one with the highest stability
Specify the actual acceleration D V As, . Next, in step J115, step 31113
Difference between target vehicle speed vS and actual vehicle speed VA calculated by VS-V
The target acceleration DVS4 corresponding to A is set in the step of FIG.
Follow the flowcharts M101 to M106.
Obtained by control. Then, in step J116
The eyes used in step E123 in FIG. 12, which will be described later,
Substitute the target acceleration DVS4 as the value of the target acceleration DVS.
Then, the current [1 mark vehicle speed control] is completed, and the step shown in Fig. 12 is completed.
Proceed to E123. Target acceleration T) V S in step J 1-15
4 is determined by the flowchart shown in FIG. 18, as described in -L.
The constant vehicle speed control unit 8 of the control unit 25
However, in the first step M101, the steps in FIG.
Corresponding to the difference ■5-VA calculated in step J 113 [
"Target acceleration DVS" is read from the map or MDVS3. This map #M l]V S 3 is, as mentioned above,
Using the difference VS-VA as a parameter [1 standard acceleration DVS,
This is to find the difference VS-VA and target acceleration.
What is the correspondence relationship shown in FIG. 23 with degree DVS? Next, in step M102, corresponding to the difference VS-VA
Map the acceleration tolerance DVMAX #M I) V
Read from M.A.X. This map #MDVMAX is
Acceleration tolerance DVMA using the difference VS-VA as a parameter
This is to find X, and the difference VS-VA and acceleration
The tolerance DVMAX has the correspondence shown in Figure 24.
. Furthermore, in the next step M103, the target acceleration DVS
, from step J]14 in FIG. 16, set the value I)VS,
, , the value obtained by subtracting the specified actual acceleration DVA (that is, D
VS, -DVA) is calculated as the acceleration difference Dx. So
Then, in the next step~1■04, the acceleration difference 1)
V X is the acceleration tolerance I) for V M A
, DVX<DVMAX. Step Ml 041' It is determined that DVX<DVMAX.
If disconnected, proceed to step MIO5. Target acceleration L') VS as target acceleration DVS4
, is specified. Also, DVX < DVMA
If it is determined that it is not X, go to step M106.
Then, the target acceleration DVS is set as the actual acceleration DVA.
The value obtained by adding the above acceleration tolerance DVMAX (DVA+D
VMAX). By controlling steps M101 to M106 as described above,
By determining the target acceleration DVS4, the target acceleration
The amount of variation in DVS4 is regulated to be less than the acceleration tolerance DVMAX
be done. Therefore, if something suddenly happens while driving at a constant speed,
The acceleration of the vehicle that is performed to restore the changed vehicle speed to the original speed.
Change will be gradual. In this way, by controlling steps M101 to M106,
The determined value (1-target acceleration DVS) is
After substituting the 11-point acceleration LIVS in step J116,
, or step J106 or step J10
Set the value of target acceleration 1) VS by controlling 7.
If you proceed to step E123 in Figure 12 after
To make the acceleration of the vehicle equal to the target acceleration DVS,
The engine required for
M2 is calculated by the following formula (5). “l” OM 2 = [((W ・r/g) ・ks
+ki) H(DVS-DVA)”rq I TEMI
/-I″Q... (5) Note that the above formula (5) is the same as the above formula (1) or formula (4).
is substantially the same as, but "I) V in formula (5)"
A is step J106 in FIG. 16 or J L 0
7 to step E123, the steps in FIG.
Value specified by control in steps 0141 to C143
Therefore, from step J116 to step E1 in FIG.
If you proceed to step 23, proceed to step J114 in Figure 16.
The specified DVA□0 roars. Next, proceeding to step E124, in step E123
Calculated target torque "I'OM" and engine speed
Detected by the detection unit 21, step A1 in FIG. 8(i)
．． The speed corresponding to the engine speed NE entered in 03
The throttle valve opening degree OTI+2 is determined from the map #M'I"H.
(not shown) and proceeds to step E125. The control in step E123 and step E124 is
Constant vehicle speed control section 8, acceleration control section 9 and deceleration control section of control section 25
This is commonly carried out by each of the Departments 10.
Therefore, as mentioned above, steps from step E133
When proceeding to E123, the constant vehicle speed control section
Control is performed according to step E123 and step E124.
Then, the throttle valve opening (lT[+) is set.Next, in step E125, the value of the flag 11□ is set.
It is determined whether it is 1 or not. Judging that I, , = 1
In this case, the current control cycle is the throttle valve 31
This corresponds to the timing of opening and closing, so step E12
Proceed to step 6, and if it is determined that ■, □ = 1, this time
control cycle does not correspond to the above timing, so
This control cycle is performed without opening or closing the throttle valve 31.
(End auto cruise mode control. Step E) If you proceed to 26, proceed to step E124.
Until the determined throttle valve opening 'l'TII□ is reached.
Then, in the same manner as in step E109, the throttle valve 3 is
1 rotation is performed, and the target torque ゛rOM2 is almost reached.
Equal torque is output from the engine 13. Also, now
The opening and closing of the throttle valve 31 in each control cycle is as follows.
Since it is at the right timing, the next step E1
In 27, the value of the flag Ii2 is set to 1, and the current
End auto cruise mode control in control cycle
do. As mentioned above, when the brake pedal 28 is released, the
release the accelerator pedal 27, or press the accelerator pedal 27.
Release the brake pedal 28 while the lever 27 is released.
As a result, the vehicle driving condition under auto cruise mode control
At this time, the acceleration switch 45 and the changeover switch
If you do not want to operate step 46, first press the accelerator.
Immediately after the pedal 27 and brake pedal 28 are released
ii (To maintain the speed, immediately after releasing the pedal, turn the throttle
The torque valve 31 is temporarily rotated. Next, auto
After shifting to loose mode control, the throttle valve 31 is opened.
At each closing timing, a control is applied to continue maintaining the vehicle speed.
The slot set by the constant vehicle speed control section 8 of the control section 25
The throttle valve 31 is rotated based on the throttle valve opening degree. That is, the opening/closing timing of the throttle valve 31 after the depression is released.
each pedal temporarily without waiting for the corresponding control cycle.
27. Throttle valve that can maintain the vehicle speed immediately after release of 28
Even if 31 rotations are performed, the vehicle speed will decrease to a certain extent after this.
Since the opening/closing timing varies, the control system corresponding to the opening/closing timing is
The throttle valve 31 is rotated every cycle to adjust the vehicle speed.
The fluctuation is reduced and the vehicle speed is finally kept almost constant. Therefore, after the pedal is released, the acceleration switch 45
If you do not operate changeover switch 4G,
The braking that is steeper than the basic one due to the key (118 in front of the figure) is the reference time.
The vehicle speed at the end of this braking is the standard.
Except when the value is lower than the value, it will be as follows. In other words, the control unit 250 driving state designation unit 30 designation is the constant vehicle speed.
When this designation becomes constant speed driving (pedal
Maintain a vehicle speed approximately equal to the vehicle speed at the moment of release of the pedal.
In order to obtain as much power from the engine 13 as possible,
Constant vehicle speed control unit (not shown) in which the throttle valve opening is controlled by the control unit 25
It is set by And Scot 1 Hell Valve
Depending on the opening degree, the throttle valve 31 opens and closes once at each opening/closing timing.
01, and as a result, the vehicle runs at a constant speed at a predetermined speed.
Let's do it. By rotating the throttle valve 31 in this way, the vehicle speed is approximately
After the target vehicle speed becomes constant, operate the target vehicle speed change switch 48.
It is now possible to change the target vehicle speed when driving at a constant speed, and the target
Turn the vehicle speed change switch 48 in the (+) direction in FIG.
(proportional to the duration of rotation in the (-) direction)” mark.
The amount of change in vehicle speed can be obtained. After transitioning to vehicle running state using auto cruise mode control
, either the acceleration switch 45 or the changeover switch 46.
If you do not operate even if the
After the transition, operate the acceleration switch 45 or the changeover switch 46.
The case where this is created is explained below. Transition to vehicle running state using auto cruise mode control
After the vehicle speed becomes almost constant through the above control.
, operate the acceleration switch 45 to select groups (5) to (5) in Figure 6.
If you switch to any of the positions, the step in Figure 12 will be activated.
Proceed to step E110 via step E101, and proceed as described above.
Is the position of the acceleration switch 45 the same as the previous control cycle?
It is determined whether or not there has been a change. The first control cycle after changing the position of the acceleration switch 45
If you proceed to step E110 with the
Upon decision, the process proceeds to step E111 and the value of the flag ■ is set.
1, and in the next step E112, the value of flag is set to O.
Then, in the next step E113, the value of the flag
After setting it to O, the process advances to step E114. Note that this flag I is set to the acceleration switch 45 or off.
The driving state designation section of the control section 25 is activated by operating the switching switch.
When the designation of 3 becomes accelerated driving, the acceleration switch 45 is turned on.
Acceleration of the vehicle up to the 1 mark acceleration set corresponding to the position
The control for smoothly increasing the temperature has already been changed from the previous control.
What was done in the cycle, the value is 1
This is shown by In step E114, the
The contact information input in step AlO3 in Figure 8 (i)
Based on this, the position of the acceleration switch 45 is the same as in FIG.
It is determined whether or not. If this position is determined to be fixed,
If so, proceed to step E115 and determine that they are not the same.
If so, the process advances to step E116. If the process advances to step E116, the control unit 25
The designation in the state designation section 3 switches to accelerated travel, and the flag
Let the value of be 1. Then, in the next step E117, the flash
After setting the value of I8 to 0, the process advances to step E118. Note that the control cycle at this time is based on the position of the acceleration switch 45.
This is the first one since the location was changed. After this change, the throttle valve 31 is still being opened and closed.
do not have. Therefore, in step E118, the value of the flag Lz is changed to
O, then step E119, step E11
For the same reason as 8, the actual addition used in this control cycle is
As the value of speed DVA, step AlO in FIG. 8(i)
The DVA input in step 3 is adopted. and step
Proceed to E120. This step E120 is performed by setting the target vehicle speed of the control section 25.
Achieved target vehicle which is the target value of vehicle speed after acceleration in stationary section 6
This is the speed vsS setting, and the value of this ■S is the current control sample.
detected by the vehicle speed/acceleration detection unit 24 at the
Actual vehicle speed VA inputted to the control unit 25 [in Fig. 8(i)]
Step AlO3 reference and preset correction amount VK
I which sum is set. Next, when proceeding to step E121, the step shown in FIG.
Control unit according to the flowchart from GIOI to G105.
The target acceleration setting section 4 of 25 performs acceleration switch control.
cormorant. This acceleration switch control is performed using the acceleration switch shown in Figure 6.
The eye corresponds to the old, turn, or mark position of the switch 45.
Target acceleration I) This is to set the value of VS2. In other words, step GIOI and step G in FIG.
103, the position of the acceleration switch 45 is (5) and the rotation
, it is determined which position in the group it is in, and each position is
For each step G102. In G104 and G105
The value of acceleration DVS2 is set. That is, as shown in FIG. 14, first step G101
, the position of the acceleration switch 45 is the same as the old position in FIG.
It is determined that it is in the old position.
If it is disconnected, proceed to step G102 and restore the old position
The target acceleration value DVSb is set in advance corresponding to
Assign to speed DVS2. Further, in step G101, the acceleration switch 45 is
If it is determined that the position is not the above mouth position, the step
The position of the acceleration switch 45 is as shown in Fig. 6.
A judgment is made as to whether or not it is at the position of the rotation. acceleration switch
If it is determined that the position of 45 is at the position of
Proceed to step G104 and select the preset position corresponding to one position.
The value DVSc is assigned to the target acceleration DVS2. On the other hand, it is determined that the acceleration switch 45 is not in the 2nd position.
If you do so, you will be in the position of the remaining group, and the group's
A preset value DVSd corresponding to the position is set as the target acceleration.
Assign to DVS. In addition, here it is determined that it is in the position of the group.
What can be disconnected is Fig. 12 before performing acceleration switch control.
In step E114, the position of the acceleration switch 45 is set by mouth.
Furthermore, in steps G101 and G103, the same
But that's because it's already been determined that it's not the case.
Ru. As described above, the position of the acceleration switch 45 is adjusted.
The value of target acceleration DVS2 is set, but this target acceleration
The speed DVS2 is determined by the driving state designation unit 3 of the control unit 25.
When acceleration driving is specified and acceleration starts, it becomes constant.
Since this is the target value of vehicle acceleration, it corresponds to the position of the old group.
and three types of vehicle acceleration states (DVSb, DVSc and
and DVSd) are selected. 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 the value corresponding to medium acceleration, and DVSd is the value corresponding to sudden acceleration.
ing. When the acceleration switch control is completed in this way, the next step is as shown in Fig. 12.
The process proceeds to step E122, where the acceleration of the control section 25 is mainly performed.
The control unit 9 performs acceleration control. As mentioned above, this acceleration control is performed based on the driving state of the control unit 25.
When accelerated driving is specified by specification section 3, the acceleration switch is activated.
The control is performed in accordance with the position of the switch 45.
The target acceleration setting section 4 of the section 25 sets each position (same, times or [
up to the target acceleration DVS set corresponding to
, the acceleration of the vehicle is increased smoothly to achieve this kind of acceleration.
By running, the control unit 25 reaches () the target vehicle speed setting unit 6 and
and the target vehicle set by the target vehicle speed change control unit 6a.
Smooth the change in acceleration when the vehicle speed reaches the maximum speed.
There is. Such acceleration control is performed in steps L101 to L101 in FIG.
This is carried out according to the flowchart shown at 120. That is, in the first step L101, the
Step A I The actual vehicle speed VA entered manually in O3 is set in advance.
Whether or not VA>K for the specified reference value.
is judged. If it is determined that VA>K,
Proceed directly to step L104 and determine that VA>K is not true.
If it is disconnected, go through steps L102 and Li2S.
The process then proceeds to step L104. When proceeding from step LIOI to step L】02
is the actual vehicle speed VA and the input at step AlO3 in Fig. 8(i).
The position of the acceleration switch 45 based on the input contact information
Map the corresponding target acceleration DVSAC #MDVSAC?
Read from This map #MDVSAC shows the actual vehicle speed VA and acceleration switch.
Target acceleration I) V using the position of 45 as a parameter
It is for finding SAC. Actual vehicle speed VA, position of acceleration switch 45, and target acceleration
DVSAC has a correspondence relationship shown in FIG. 26. That is, until the actual vehicle speed VA goes from O to the reference value, the sixth
For each position of (5) to group of acceleration switch 45 shown in the figure
The above target acceleration DVSAC corresponds to an increase in the actual vehicle speed VA.
increases and when the actual vehicle speed VΔ reaches the reference value, the eye
The value of the target acceleration DVSAC is determined at step E12 in FIG.
1 acceleration switch control (see Fig. 14), the same mark
is equal to the value of target acceleration DvS2 set for each position.
It becomes. Next, proceeding to step L 1.03, the acceleration switch control
The value of the target acceleration DVS2 set by step L
Change to the DVSAC read in step 102. The process advances to step L104. In other words, when the vehicle speed is greater than the reference value, [1 mark acceleration]
The value of degree DVS is set by the above acceleration switch control.
The vehicle speed will remain at the reference value as it was immediately after starting.
, in the following cases, 11! increases in response to increases in speed, and switches
A value smaller than the value set by touch control is the target acceleration.
The value is DVS2. Then, in step ■, 104, the value of flag 11.1
It is determined whether or not is 1. This flag ■0, is
As mentioned above, by having a value of 1. This control cycle opens and closes the throttle valve 31.
Applicable to the timing (throttle valve opening/closing timing)
This is to show that it is a cyclical process. Step L1
If it is determined that the value of flag □ is not 1 in 04,
, this control cycle is based on throttle valve opening/closing timing support.
Since it does not correspond to the current control cycle, it is immediately started in this control cycle.
Terminate acceleration control at Further, in step L104, the values of the flags L and t are 1.
If it is determined that the current control cycle is the opening/closing timing
If the error occurs, proceed to step L and 105 to start the acceleration mode.
Girikiyumi will be on sale. In step L105, it is determined whether the value of the flag I is 1 or not.
will be judged. Flag 19 indicates the previous control cycle.
Then, step r, 108 or step
Li1. , the value 1 indicates that the control of O has been performed.
This is shown by the following. Switching of acceleration switch 45
When proceeding to step L105 for the first time after performing
is step I” in FIG. 12 as described above: l 13
Since the value of flag ■9 is O in step
■, at 105, it is determined that the value of flag ■9 is not 1,
The process advances to step L106. In step L106, the flag ■□ is set to 0, and Li
Proceed to O2. Note that this flag 1□3 is used in the step described later.
The value is specified in step L108 or step I, 110.
Set by target acceleration DVS and acceleration switch control.
The calculated target acceleration DvS2 is calculated by DVS2.
A value of 1 indicates that there is no relationship.
It is. In the next step L107, the value of flag ■3 is set to 1.
Then, the process advances to step L108. In step L108, as the value of the target acceleration DVS
, DVA, 5 is input in step E119 of FIG.
The actual acceleration DVA and the preset correction amount ΔDV1
(DVA+ΔDV1), and step L
Proceed to 111. In step L111, the two eyes set in this way are
The target accelerations DVS1 and DVS2 are DVS, <DVS
It is determined whether or not there is a relationship between . There is not much difference between the actual acceleration DVA and the target acceleration DVS.
These target accelerations 1) V S and target acceleration D
VS2 is in the relationship DVS engineering < I) VS.
If it is determined that the
After setting the value of 113 to 1, proceed to step L1.14.
nothing. On the other hand, in step Lllll, DVS□DVS,
If it is determined that there is a relationship, the process advances to step L112.
and auto cruise mode in this control cycle.
Target acceleration I used for acceleration driving of the vehicle under control
) Specify the above target acceleration DVS1 as the value of VS.
The acceleration control in the current control cycle ends. As mentioned above, this control cycle is based on the acceleration switch.
Switch the switch 45 to any of the positions from the same group in Figure 6.
This is the control cycle that first proceeds to step L105.
After the first control cycle, the acceleration switch 45
If the switching is not performed and acceleration control is continued,
The flag ■ is set in step L107 of the current control cycle.
Since the value of , is 1, after the first control cycle
In step L105, step
Proceed to L109. In this step 1.109, the value of flag 113 is 1.
It is determined whether there is a
Cycle and proceed from step L]11 to step L113.
If the value of the flag I iff is set to 1 in step
The process advances from L109 to step L114. 1 cycle ago
In the control cycle from step L 1.11 to step
If you have not proceeded to L 113, proceed to 11. is 1
Since there is no one, the process advances to step L110. In this step LLIO, the previous control cycle
The correction amount ΔDV is added to the value of the target acceleration DVS
Specify the obtained value as the new target acceleration DVS□ and
Proceed to step r, 111. Therefore, the value of the target acceleration DVS is
Until the value of flag I14 is determined to be 1 at 09
, 1 by repeatedly proceeding to step L 11.0.
Increases over time. Then, in step L111, the DVS. <DVS, target acceleration DVS until it is determined that it is not
When □ increases, step L111 to step L11
Proceed to step 3 and set flag 0. as described above. set the value of
Therefore, from the next control cycle onward, step L109 or
Proceeding to step L114, the value of the target acceleration DVS is
It will stop increasing. Further, in step L111, DVS, <DVS. Until it is determined that the value is not
The target acceleration DvS1 to be increased is set in step L112.
target acceleration (instructed by the auto cruise switch).
target acceleration) as the value of DVSAC and continue
In step L120, this target acceleration D V S A
Set C as the currently adopted target acceleration DVS and add
End speed control. However, in step L111, if DVS□<DVS2
If it is determined that there is no
After that, the process proceeds to step L114 as described above.
(7), do not specify DVSAc=DVS□(7).
will no longer occur. Step L Proceeding to 11.4, Step E in Figure 12
The target vehicle speed vS whose value is set at 120 and the value shown in FIG.
Difference from the actual vehicle speed VA input in step AlO3 of i)
Calculate VS-VA. In the next step L115, the difference V
Map the target acceleration DVS corresponding to A-VA #MD
Read from VS3. As mentioned above, this map #MDVS3 is the difference VS-
To find the target acceleration DVS using VA as a parameter,
The difference VS-VA and the target acceleration DVS,
has a correspondence relationship shown in FIG. Next, when the process proceeds to step L116, the target acceleration DVS2
and target acceleration DVS3, D V S2<DVS,
It is determined whether or not there is a relationship. Here, DVS2<
If it is determined that there is a relationship of DVS, step L
Proceed to step 117 and set the target acceleration as the value of the target acceleration DVSAc.
After specifying the acceleration DvS2, in the following step D120,
The target acceleration D that currently uses this target acceleration DVSAc
Set as VS and end acceleration control. Also, the sticker
In step L116, there is no relationship of DVS2<DVS.
If it is determined that
The arrival detection unit 11 of 25 determines the absolute value l of the difference VS−VA.
VS-VA l is less than 4 to the preset reference value
A judgment is made as to whether or not it is possible. As shown in FIG. 23, the value of the difference VS-VA is the correction amount v
K□ (At step E120 in Fig. 12, the target vehicle speed VS
equal to the amount of correction added to the actual vehicle speed VA to set
Sometimes 11 marks determined according to map #MDVS3
The acceleration DVS is set to a value larger than the target acceleration DVS2.
have Therefore, after switching the acceleration switch 43, the first step is to
In the control cycle that proceeds to step L105, step
When proceeding to step L116, the difference VS-VA is the correction amount V
It is almost equal to K□. Therefore, in step L116, DVS2<DV
S, and the process advances to step L117. Also, in the control cycle after this control cycle,
, the acceleration switch 45 is not switched and acceleration control continues.
is performed, and the vehicle is accelerated as described below.
, the actual vehicle speed VA approaches the target vehicle speed ■S, and the difference VS-
The value of VA decreases, but as shown in Figure 23, this difference
Target acceleration DVS decreases in response to a decrease in VS-VA.
do. Then, the difference VS-VA becomes less than or equal to Vα shown in FIG.
The target acceleration DVS is the target acceleration D V S z
If the following is true, step L116 determines that the
Proceed to step L118. Kokote, it is determined that I VS-VA l <K,
directly, and l VS−VA l <K4.
If it is determined that the vehicle speed has reached the target vehicle speed,
After passing through step L120, the process advances to step L119. In this step L119, the value of the target acceleration DVSAc is
Specify the target acceleration DVS as , and step L12
0, this target acceleration DVSAC is currently adopted.
The acceleration control is then set as the acceleration DVS and ends the acceleration control. Therefore, the target acceleration DVS is the target acceleration DVS2
In later control cycles after the
The target acceleration DVS is specified as the value of the target acceleration DVS.
It will be done. Target acceleration DVS is the target acceleration during accelerated driving.
Since it is a value, after the target acceleration DvS3 is specified,
As the actual vehicle speed VA approaches the target vehicle speed vS, the actual acceleration
degree also decreases. When the actual vehicle speed VA becomes almost equal to the target vehicle speed ■S, the speed
At step L118, if IVS-VA l <K4
Then, proceed to step L, 120 as described above. This judgment is based on whether the vehicle speed reached by acceleration is VS the target vehicle speed.
This is to detect that the target has been reached.
After the start is performed, the running state designation section 3 of the control section 25
In order to specify constant speed driving of the target vehicle speed VS,
In step L120, the driving state switching unit 12 of the control unit 25
More flague. The value of is O. Note that this flag 14 is
Therefore, since the value is 0, the running state designation section 3
This indicates that the designation should be constant speed driving. As described above, in step E122 of FIG.
When the acceleration control is finished, the process proceeds to step E123, and the above-mentioned
Make the vehicle acceleration equal to the target acceleration DVS, as in
The target torque TOM of the engine 13 required for
Calculated using equation (5) below. Furthermore, in the first step E124, the target torque is set to 10M2.
Throttle valve opening 0 as obtained from engine 13
11z and proceeds to step E125. Note that the control unit
If the designation in the driving state designation section 3 of 25 is accelerated driving, the speed
The control in step E123 and step E124 is as described above.
This is performed by the acceleration control section 9 of the control section 25. Steps E122 to E123. After E124
Step L in FIG. 17 is used to proceed to step E125.
In the case where it is determined that the value of the flag Ri is 1 in step 104,
be. Therefore, in step E125, ■□,=1
It is determined that the
to set the throttle valve 31 to the throttle valve opening θT1 (2
Drive to the position where . Then, in the first step E127, the value of the flag 112 is set to 1.
As a result, the auto cruise mode in this control cycle is
Ends code control. By driving the throttle valve 31 in this way. As mentioned above, a torque approximately equal to the target torque TOM,
is output from the engine 13, so the vehicle reaches the target acceleration
Accelerated running is performed at an acceleration approximately equal to DVS. Switch the acceleration switch 45 to the position of circle to circle in Figure 6.
Accordingly, steps E110-E114 as described above
One control cycle proceeds to step E116 through
However, after this, the acceleration switch 45 and the changeover switch
If none of the switches 46 are operated, this next control cycle
Auto cruise mode control will continue to be performed after cruising.
It will be called. In this case, first step
At step E101, the contact of the accelerator switch 15 is in the ON state.
It is determined that the condition is the same, and the process proceeds to step E] and 10. This also applies to the accelerator in the control cycle before the cycle.
Auto cruise mode control is activated without pedal 27 being depressed.
This is because it is being done. In step E110, as described above, the acceleration switch 4
The position of 5 has changed from the previous control cycle.
A judgment is made as to whether or not this is the case. Here, the acceleration
Since switch 45 was not operated, it was denied.
Step E ], proceed to 28 and change the selection switch 46.
Performs related changeover switch control. This changeover switch control is shown in Fig. 13 as described in Jing.
In the flowchart shown in steps F101 to F121 of
It is done accordingly. First, in step F101, selector switch
A judgment is made as to whether or not the 46 contacts are in the ON state.
. At this point, the changeover switch 46 will not be operated.
, this contact will not be in the ON state, but will be negated and step
Proceed to F111 and set the value of the flag ■ to 0. Furthermore, in the next step F112, the value of flag is set to O.
to control the changeover switch in this control cycle.
finish. As mentioned before, Flage is the previous control cycle.
to confirm that the contact of the changeover switch 46 is in the ON state.
It is indicated by a value of 1, and it is also indicated by a value of 1.
Gue, the contact of the changeover switch 46 is in the ON state.
The value is 1, indicating that it is the first control cycle from
This is shown by Next, when the process advances to step E129 in FIG. 12, the flag I
It is determined whether the value of 4 is 1 or not. This flag (4) indicates the running state of the control unit 25, as described above.
The specification of the state specification section 3 should be constant speed driving.
The acceleration switch is indicated by a value of 0.
Switch switch 45 to one of the positions of groups ■~ in Figure 6.
In the first control cycle after
Since the value of flag is 1, the acceleration of the vehicle
While rr is being performed, it is determined in step E129 that
is determined, and the process proceeds to step E130. Also, as mentioned above, the vehicle is accelerated and the running speed is
When the speed reaches the target vehicle speed VS, step
At L120, the running state switching unit 12 of the control unit 25 sets the flag.
Let the value of d be 0. This results in step E129
If the determination is negative, the process proceeds to step E132. In addition, this
When , the driving state designation unit 3 of the control unit 25 specifies that the vehicle is running at a constant speed.
Switch to line. On the other hand, the process progressed from step E129 to step E130.
In this case, the acceleration switch 45 is turned on in step E130.
It is determined whether the position is the mouth position or not, but the acceleration switch
Since the switch 45 is in the position of ■～group, it is denied and the step
The program advances to step E121, where acceleration switch control is performed. This acceleration switch control is as mentioned before. Flowchart shown in steps 6101 to G105 in FIG.
According to the chart, the target acceleration setting section 4 of the control section 25
target acceleration corresponding to the position of the acceleration switch 45
This is for setting the DVS□. Next, when the process advances to step E122, acceleration control is performed. As mentioned earlier, steps LIOI to L1 in FIG.
20, mainly the control unit 2.
When the vehicle accelerates,
This is used to set the target acceleration DVS. This system
Timing when the control cycle opens and closes the throttle valve 31
If you set this target acceleration when the
Then, according to steps E123 to E127, the slot is
The torque valve 31 is opened and closed, and the vehicle reaches the target acceleration DV.
The vehicle accelerates at an acceleration approximately equal to S. As the vehicle accelerates, the traveling speed reaches the target vehicle speed vs.
When the driving state designation unit 3 of the control unit 25 is reached, as described above,
The designation changes to constant speed driving. The process advances from step E129 to step E132. Then, in step E132, the value of flag is 1.
It is determined whether or not. This flag ■6 is shown in Figure 13.
Since the value is O in step F112, step E
The process advances from step E132 to step E133, where target vehicle speed control is performed.
be called. As mentioned earlier, this target vehicle speed control
Follow the flowchart shown in steps J101 to J116.
This is mainly performed by the constant vehicle speed control section 8 of the control section 25.
It will be done. In other words, after switching the acceleration switch 45, the first
In the control cycle, the value of flag ■8 is set to O (12th
(see step E117 in the figure), so in step J101
It is determined that ■, = 1 is not established, and the acceleration switch 45 is turned on.
The mode is always on unless you operate the selector switch 46.
Proceed to step J109. Then, follow steps J109 to J1.16.
The control performed is as described above, and
to match the target vehicle speed vS and keep it constant.
The value of the target acceleration DVS is then set. When this target vehicle speed control is completed, step E in FIG.
123-E.127, as previously mentioned, the slot
The throttle valve 31 is opened and closed, and the vehicle reaches the target vehicle speed VS.
The vehicle runs at a constant speed with approximately the same traveling speed. Therefore, if the acceleration switch 45 is
Accelerate the vehicle by switching to either position.
, after the traveling speed reaches the target vehicle speed VS, this
Target vehicle speed■S becomes the target vehicle speed, and the vehicle's running speed is constant.
maintained at a constant level. As described above, by switching the acceleration switch 45,
The designation in the driving state designation part 3 of the section 25 is accelerated driving, and the step
Target acceleration D specified by acceleration control of step E122
When accelerating the vehicle with VS, the target acceleration D
Changes in VS and running speed are shown in Fig. 27 (j,), for example.
, as shown in (ii). In addition, Fig. 27(i) is
, the value of the target acceleration DVS corresponding to the passage of time after switching
27(ii) also shows the time elapsed after switching.
It shows the change in vehicle running speed relative to In other words, as shown in Figure 27 (i) and (ii)
First, the vehicle is running at a constant speed.
Then, at a certain time. , the acceleration switch 45 is set to the same mark.
When switched to either position, accelerated driving is specified.
Ru. Then, the settings in step L108 of FIG.
Start accelerating with the value [1 mark acceleration. At this time,
Controls applicable to the timing of opening and closing the throttle valve 31
Set in step L110 of Fig. 17 for each control cycle.
The target acceleration DVS1 is the il #j addition during acceleration driving.
Since the speed is DVS, it is shown in a stepwise manner in Fig. 27(i).
As such, the target acceleration DVS increases in each control cycle.
I will do it. On the other hand, as the target acceleration DVS increases, the vehicle
The running speed of the vehicle starts increasing smoothly from time t0. As a result, at time, the target acceleration DVS is
The target acceleration of the control unit 25 corresponds to the position of the acceleration switch 45.
Greater than the target acceleration DVS2 set in the speed setting section 4
When the time is reached, and in subsequent control cycles, this goal is
Acceleration DvSt becomes the value of target acceleration DVS. to this
Therefore, the target acceleration DVS is as shown in Fig. 27(i).
It becomes a constant value. Therefore, the running speed of the vehicle at this time is
, increases at an almost constant rate as shown in Figure 27 (ii).
I will continue to do so. Then, at time t2, the traveling speed changes to the speed shown in FIG.
than the target vehicle speed ■S set in step E120.
When a value as low as ■α shown in Fig. 23 is reached, Fig. 23
As shown in FIG.
The target acceleration DVS read from MDVS3 is
It becomes smaller than the target acceleration D■S2. and 1 hour
In the control cycle after L2, the target acceleration DVS is 1.
] is the value of the target acceleration DVS. This target acceleration DVS, as shown in FIG.
The difference VS-VA between the target vehicle speed VS and the actual vehicle speed VA decreases.
decreases as the traveling speed increases.
The target acceleration DVS is shown in a stepwise manner in Fig. 27(i).
It gradually decreases with each control cycle. By reducing the target acceleration DVS in this way, the traveling speed
As shown in Figure 27 (ii), the degree of increase gradually increases.
make it more gradual. Then, after 1 hour, the traveling speed and the target car
The control unit 2 determines that the difference between the speed and the reference value is smaller than the reference value.
Arrival detection unit of 5]-1, this control unit
In the running state switching unit 12 of 25, the running state specifying unit 3 specifies
The vehicle is switched to constant speed driving, and the vehicle accelerates.
ends. At this time, in later control cycles,
Step E in FIG. 12 in the constant vehicle speed control section 8 of the control section 25
Target acceleration D set by target vehicle speed control of 133
The vehicle runs at a constant speed based on VS. As a result, as shown in Figure 27 (11), the traveling speed is
, smoothly approaches the target vehicle speed vs.
At this time, the target vehicle speed vS becomes almost equal to the target vehicle speed vS.
However, later on, the value will almost match the target vehicle speed ■S.
Ru. Also, the target acceleration DVS becomes 0 at time t.
The values are close. At a later time, the traveling speed is set to the target vehicle speed VS.
This value is used to maintain a constant value. Move the acceleration switch 45 to any of the positions indicated in the same group in Fig. 6.
If you do not operate the selector switch 46,
The above is as above, but next, the vehicle as described above
While acceleration is still being carried out, changeover switch 4 is pressed.
The case where 6 is operated will be explained. Pull the selector switch 46 toward the front in Figure 6 to turn it on.
, the step shown in Fig.
The process advances from step E101 to step EllO. acceleration switch
The position of switch 45 has changed since the previous control cycle.
Therefore, this step EIIO is denied and the step
Proceed to step E128. In step E128, as described above,
The flow of steps F101 to F121 shown in FIG.
- Changeover switch control is performed according to the chart. This changeover switch control is first performed in step F101.
and the connection input in step AlO3 in Fig. 8(i).
Based on the point information, the contact of the changeover switch 46 is turned on.
It is determined whether or not there is, but in this case, O1-Clue
Pull the operation part 18 of the switch 18 towards you in Figure 6.
Therefore, it is determined that the contact is in the ON state and the step is performed.
Proceed to F102. In step F102, the value of the flag ■ is set to 1. In the next step F103, is the value of flag ■5 equal to 1?
It is determined whether or not. In addition, flage is, as mentioned above,
, the contact of the changeover switch 46 was ON in the previous control cycle.
A value of 1 indicates that the condition was
It is. The first control after turning on the contact of the changeover switch 46
When proceeding to step F103 in the control cycle,
, the control service before turning on the contact of changeover switch 4G.
In step F111 of the cycle, set the value of flag I5 to O.
Therefore, based on the judgment in step F103, the step
Proceed to step F104. Then, in this step F104,
After setting the value of lag I to 1, the process proceeds to step F105. On the other hand, in the previous control cycle, the contact of the changeover switch 46 was
is in the ON state, the previous control cycle
In step F104, the value of flag T5 is set to 1. Therefore, based on the judgment in step F103, step
Proceed to F113. As mentioned above, from step F104 to step F105
When proceeding to step 1, the flag I& is set to 1. Note that this flag I
G, as described above, indicates that the contact of the changeover switch 46 is in the ON state.
The value indicates that this is the first control cycle after the
This is indicated by being 1. In the next step F106, the value of flag 1□2 is set to 0.
Then, the process advances to step F107. In addition, flag I 12
As mentioned above, auto cruise mode is activated in each control cycle.
The first slot visited after starting to control the
In the control cycle corresponding to the timing of opening and closing of the valve 31
The opening/closing has not yet been performed, or this opening/closing is
As we have already done, in auto cruise mode control,
By operating the acceleration switch 45 or the changeover switch 46
After the designation of the driving state designation section 3 of the control section 25 is changed.
corresponds to the timing of opening and closing of the throttle valve 31 that first occurs in
has not yet been opened or closed in the corresponding control cycle.
is indicated by the value O. In step F107, the current control cycle is
The first control cycle after turning on the contact of switch 46
Therefore, the driving state specification section remains unchanged until the previous control cycle.
(not shown)
different driving conditions are specified. For this reason, as mentioned above
In this case, the actual value is
Enter the value of speed DVA in step AlO3 of Figure 8 (i).
Let it be DV AG5. In the next step F108, the value of flag I4 is 1.
A judgment is made as to whether or not. Note that this flag I4 is
When the value is O, the running state designation section (not shown)
) indicates that constant speed driving should be specified.
be. Here, the specified speed is determined by switching the acceleration switch 45.
the changeover switch while the vehicle is still accelerating.
Since 46 contacts are in the ○N state, this control service is
The cycle is the first one after the contact is turned ON.
Then, the value of the flag ■ is determined at step E116 in FIG.
After being set as 1. It is determined that there is no change and ■, = 1, and the step
Proceed to F109. In step F109, the running state switching unit 12 of the control unit 25
is flague. The value of is set to O and the process proceeds to step F110. In this step Fl 10, step Fl 10 of FIG.
The latest information obtained by interrupt control using A123 to A128.
In this control cycle, input the actual vehicle speed VA
End changeover switch control. The changeover switch control in step E128 in FIG. 12 is described above.
If you do it like this, you will proceed to the 5th step E129.
, it was determined whether the value of flag ■4 is 1 or not.
Sometimes, the flag is executed in step F109 of FIG.
Since the value is set to O, it is determined that l4 is not 1.
Then, the process proceeds to step E132, where the running state of the control section 25 is checked.
The designation in the state designation section 3 is switched to constant vehicle speed running. In step E132, it is determined whether the value of the flag I is 1 or not.
However, the value of flag ■6 is determined. Since it is set to 1 in step F105 in Figure 13,
, I,=1, and the process proceeds to step E105. Step E105 and the steps following this step E105
Control by steps E106 to E109 is as follows. The first control cycle after releasing the accelerator pedal 27 mentioned earlier
Performed by steps E105 to E109 in the
This is exactly the same as the control provided. Therefore, this control (E
105 to E109), the current control cycle is
Depends on whether or not it corresponds to the timing of opening and closing of the throttle valve 31.
Regardless, the actual vehicle speed VAI at the time of switching by the changeover switch 46
It is assumed that it is possible to drive at a constant speed by setting the target vehicle speed to
The throttle valve 31 is rotated until the throttle valve opening is reached.
be exposed. As a result, the required (
Torque approximately equal to the amount of torque (required for driving at a constant speed)
is output, and the driving state of the vehicle changes from accelerated driving to constant speed driving.
Start changing into rows. The first control after turning on the contact of the changeover switch 46
In the control cycle, the control described above is performed.
, the auto cruise mode continues after the next control cycle.
The control is performed and the acceleration switch 45 is not operated.
If not, follow the steps in Figure 12 in the same way as above.
Step E via step E101 and step EIIO
The process advances to step 128, where changeover switch control is performed. This changeover switch control is also performed in the step shown in Fig. 13, as described above.
Follow the flowchart shown in steps F101 to F121.
However, from step F101 to step F10
If you proceed to step 2, here it is. The contact of the changeover switch 46 continues to be in the ON state.
The first control cycle starts after the contact turns ON.
At step F 104, the value of flag ■5 remains 1.
Therefore, the value of flag I in step F103 is 1.
Depending on whether or not this is the case, the process advances to step F113. In step F113, it is determined whether the value of flag ■4 is 1 or not.
will be judged. The flag I4 indicates the connection of the changeover switch 46.
Step of the first control cycle after the point turns ON.
Since the value is set to O in step F109, I4; is not 1.
As, Step I? Proceed to 112. and step
At F112, set the value of flag IG to O and set the current control cycle.
The changeover switch control in the vehicle ends. On the other hand, proceeded from step FIOI to step F111.
In this case, the flag ■,
After setting the value to O, the value of flag ■5 is set in step F112.
The changeover switch control in this control cycle is set to O.
end the control. Therefore, the contact point of changeover switch 4G is
When it is in the ON state continuously from the control cycle of
If the contact is no longer in the ON state during the current control cycle
In the changeover switch control, flag 1. of the value of
Only the settings differ. Next, after the changeover switch control is completed, step E in FIG.
Proceeding to 129, it is determined whether the value of the flag ■ is 1 or not.
However, as mentioned above, the value of flag ■4 is shown in Figure 13.
Since it remains O in step F109, step
Based on the judgment at E129, the process proceeds to step E132, where the control
The driving condition designation part 3 of section 25 specifies that the vehicle remains running at a constant speed.
Become. In step E132, it is determined whether the value of the flag I6 is 1 or not.
will be judged. Here, Flage. The value of is set to O in step F112 of Fig. 13.
Then, proceed from step E132 to step E133, and
Target vehicle speed control is performed. As mentioned earlier, this target vehicle speed control
Follow the flowchart shown in steps JIOI to J116.
It is done. In the first step JIOI, the value of flag I8 is 1.
A judgment is made as to whether or not. This flag is
Cruise mode control allows the vehicle to move at a nearly constant speed.
The value O indicates that the vehicle is running.
be. Here, the value of flag ■6 is, as mentioned above,
The first control after turning on the contact of the changeover switch 46
In the control cycle, the steps from step E132 in FIG.
It is set to 1 when proceeding to step E10G via step E105.
Therefore, the step is determined by the judgment in step J101.
Proceed to step J102. Control performed according to steps J102 to J107
is the first control cycle after releasing the accelerator pedal 27.
Control according to steps E101 to E109 in FIG.
In the second and subsequent control cycles after
This is completely the same as what is done with target vehicle speed control in step E133.
are the same. In other words, it is necessary to gradually reduce the actual acceleration DVS.
The target acceleration DVS setting is the throttle valve opening/closing timing.
This is done every programming cycle. Step E123 performed after completion of this target vehicle speed control
~The control of E127 is as described in each case so far.
It is the same as the throttle valve opening/closing timing.
For each vehicle, the vehicle acceleration equal to the target acceleration DVS is obtained.
Adjust the throttle valve 31 to the throttle valve opening such that
Open/close (opening adjustment). As a result, the acceleration of the vehicle gradually decreases, and the running speed increases.
When the contact of the changeover switch 46 is turned ON, the vehicle will run at a constant speed.
The actual vehicle speed VA at the time of
Become. Then, in step J104 of FIG. 16, the actual acceleration is
Absolute value of degree DVA I DVA l is a preset standard
If it is determined that the value is smaller than α, the flag is set in step J108.
After setting the value of lag ■ to 0, step J109 to J11
Control is performed according to 6. The control according to steps J109 to J116 also
Similarly to the control of steps J101 to J107, the accelerator pedal
Cruise mode control is performed to O1 by releasing 27.
When the target vehicle speed control is performed in step E133 in Fig. 12,
The control performed is exactly the same. Also, step J1
The next control cycle after the control cycle in which the determination of 04 was made
After that, the value of flag is set to O in step J108.
Therefore, from step J101 to step JIO9
, and similar control is performed. In other words, after the vehicle's running speed becomes almost constant,
Target acceleration required to continue to maintain constant line speed
After the DVS settings are completed, press the target vehicle speed change switch 48.
When switching to the (+) side or (-) side in Figure 6
, according to this switching, to maintain the running speed constant.
The set value of target vehicle speed vS is increased or decreased. Furthermore, step E is performed after the end of target vehicle speed control.
As described above, by controlling 123 to E127, the slot
The throttle valve 31 adjusts the required throttle valve vn degrees (target acceleration
Throttle valve opening to obtain vehicle acceleration equal to degree DVS
), and as a result, the vehicle almost matches the target vehicle speed.
The vehicle travels at a constant speed at a constant speed. As mentioned above, when the vehicle is accelerating
When the contact of the changeover switch 46 is turned ON, the control section
The designation in the driving state designation section 3 of No. 25 switches to constant speed driving.
, the actual vehicle speed VA when this switching is performed is the constant vehicle speed.
This is the target vehicle speed when driving. Then, by releasing the accelerator pedal 27, the vehicle runs at a constant speed.
In the same way as when the vehicle moves to the
remains approximately constant. Next, the acceleration switch 45 is turned on from (6) to (6) in FIG.
in either position and auto cruise mode control is performed.
Therefore, the designation of the driving state designation section 3 changes to fast driving at constant i1.
When the operation section 18 of the auto cruise switch 18 is
Pull a toward you to turn on the contact of the changeover switch 46.
The case will be explained below. In this case, when the contact of the changeover switch 46 is turned on,
, in the same way as in the previous case, step E]0 in FIG.
1 to step E 1 ] 0. In this step E110, the operation of the acceleration switch 45 is
Since the acceleration switch 45 has not been
It is determined that no changes have been made since the last control cycle, and the
Proceed to step E128. In step E128, as described above, the step E128 of FIG.
Step F] According to the flowchart shown in 01 to F121.
Changeover switch control is performed. That is, first, in step FL O1, FIG.
(i) Step 8 103 (based on key information)
Therefore, whether the contact of the changeover switch 46 is in the ON state or not.
is determined, and based on this determination, the process proceeds to step F102.
. In step F102, flag 1. With the value of 1,
Proceed to step F103, and in this step F103, the
It is determined whether the value of IS is 1 or not. Until last time
In the control cycle, the acceleration switch 45 and the changeover switch
Auto cruise mode without operating switch 46
control is being carried out, and the value of the flag is set to step F.
111 and is marked O. Therefore, the changeover switch 4
In the first control cycle after turning on contact 6,
, step F104 based on the judgment in step F103.
In step F104, the value of the flag ■ is set to 1.
After that, the process proceeds to step 105. Note that the changeover switch 46 is also
Auto cruise mode continues even if the contact is ON.
If the control is performed and the process advances to step F103, the
As mentioned above, set the contact of the changeover switch 46 to the ON state.
In step F104 of the first control cycle, flag 1.
Since the value of is 1, the judgment in step F103
Accordingly, the process advances to step F113. Next, the steps from step F103 to step F104 are performed.
If you proceed to step F105, the flag is
The flag IG is set to 1, and the flag is set to 1 in the next step F106.
After setting the value of 1□ to O, the process advances to step F107. In step F107, the current control cycle is
The first control cycle after turning on the contact of switch 46
is specified until the previous control cycle.
A running state different from the running state of the vehicle is the running state of the control unit 25.
It is designated by the status designation section 3. Therefore, here:
As mentioned above, the high tracking ability for the actual acceleration value is
Priority is given to the value of the actual acceleration DVA in the step of Fig. 8 (i).
It is assumed that the DVA is inputted by the input AlO3. In the next step F108, the flag ■ is set to 1.
A judgment is made as to whether or not. Here, the acceleration switch 45 is switched to accelerate the vehicle.
After doing so, as described above, the driving speed will reach the target vehicle.
When the vehicle is running at a constant speed, the value of flag ■4
is set to O in step [4120 of FIG. Auto cruise mode is activated by releasing the accelerator pedal 27.
When the speed control is performed and the vehicle is running at a constant speed,
The value of flag I4 is set to O in step E102 of FIG.
It will be done. Also, by releasing the brake pedal 28, the automatic
Cruise mode control is performed and the vehicle is running at a constant speed.
In this case, the value of flag
It is set to 0 at 145. Furthermore, the contact of the changeover switch 46 is turned on.
When the vehicle is running at a constant speed due to
In step F109 of FIG. 13, the value of flag r is set to 0.
It is said that Therefore, in step F108, 1. , not = 1
It is determined that this is the case, and the process proceeds to step F117. In step F117, the value of flag ■4 is set to 1, and the next step
After setting the value of flag ■ to O in step FI L 8,
In step F119, step AlO3 in FIG. 8(i)
The acceleration switch 45 is activated from the contact information input in FIG.
It is determined whether or not it is in the fourth position. The position of the acceleration switch 45 is one of the groups
position, the step is determined in step F117.
Proceed to step F121 and enter the driving state designation section 3 of the control section 25.
The designation changes to accelerated driving. In step F121, the control unit 25 sets the target vehicle speed to 11.
In the control section 6, vehicle speed and acceleration are detected in this control cycle.
The output unit 24 performs the inspection 11 and performs step A in FIG. 8 (1).
The actual vehicle speed VA input in lO3 and the screen in Figure 12 mentioned above.
The same preset settings as those used in the step■Σ120
The value obtained by adding the correction ff1VK+ (VA + VK engineering) is
This is set as the target vehicle speed VS during acceleration. This allows the changeover switch in this control cycle to
End control. In this way, with changeover switch control, the vehicle is driven at a constant speed.
At some point, the acceleration switch 45 was switched to any of the old to group in Figure 6.
When switching to the above position and similarly when accelerating, the arrival [1
The target vehicle speed ■S is set. The changeover switch control in step E128 in FIG. 12 is described above.
If you do as follows, you will proceed to step E129 as the first step,
It is determined whether the value of flag ■1 is 1 or not, but as described above
The flag ■4 is set as the value in step F117 of Fig. 13 as shown below.
is set to 1, so step E129 determines that step
Proceed to step E130. In step E130, the acceleration switch 45 is in the sixth position.
The step in Fig. 8(i) indicates whether or not it is in the same position in the figure.
Judgment is made based on the contact information input in AlO3.
. Here, the position of the acceleration switch 45 is the same as in FIG.
Since it is located at one of the positions of the marks, the fourth
Assuming that it is not at the position, the process advances to step E121. In this step E121, the 1-1 target acceleration of the control unit 25 is
The acceleration switch control is performed by the setting section 4, and the following step
At step E122, mainly the acceleration control section 9 of the control section 25
Acceleration control is performed by Acceleration switch by inputting such a changeover switch 46
Control and acceleration control are performed by switching the acceleration switch 45.
Acceleration switch performed when specifying acceleration running state for both cars.
It is the same as engine control and acceleration control, and also has a changeover switch.
The control performed in the first control cycle after the input of
, by switching the acceleration switch 45 mentioned above to change the acceleration running state of the vehicle.
The first control service after switching the acceleration switch 45 when the
It is the same as the control performed in the cycle. Furthermore, switching
The first throttle valve visited after manually turning switch 46
31 Control in the control cycle corresponding to the timing of opening and closing
The above acceleration switch 45 is switched to accelerate the vehicle.
Visits the first time after switching the acceleration switch 45 when the state is specified.
This is the same as the control of the control cycle that corresponds to the timing.
Ru. That is, the first control cycle after inputting the changeover switch 46
Now, the acceleration switch 45 is controlled by the acceleration switch control.
Target acceleration during constant acceleration driving condition corresponding to position
1) Setting of V S z is performed. By the next acceleration control, the actual vehicle speed VA is set based on the preset value.
When the target acceleration DVS2 is lower than the standard value, the actual value of the target acceleration DVS2
The value is changed to correspond to the vehicle speed. Also, the control cycle is based on the timing of opening and closing the throttle valve 31.
If applicable, the actual acceleration is further controlled by acceleration control.
A preset correction amount ΔDV□ is added to the speed DVA.
Then, the value of □ to this DVA 18D indicates that the vehicle will start accelerating.
The target acceleration DVS is set for smooth operation.
Ru. The first control after turning on the contact of the changeover switch 46
If the control cycle corresponds to the opening/closing timing, add
When speed control is finished, steps E123 to E12
7, throttle valve as previously described.
31 is opened and closed, and the acceleration is almost equal to the target acceleration DVS.
The vehicle begins to accelerate. Also, this control cycle does not correspond to the opening/closing timing.
target by acceleration control in this control cycle.
Setting of acceleration DVS and steps E123 to E127
without opening or closing the throttle valve 31 due to
Ends auto cruise mode control on cruise. As described above, the contact of the changeover switch 46 is turned ON.
Control is performed in the first control cycle after the state is set.
However, the accelerator pedal 27 remains unchanged after the next control cycle.
and the brake pedal 28 is not depressed and the auto
Cruise mode control is performed and the acceleration switch 45 is
If no switching is done, then again as above.
Then, step E101 and step E1 in FIG.
10, proceed to step F101 in Fig. 13, and switch
It is determined whether the contact of the switch 46 is in the ON state or not.
Ru. Also, the contacts of the changeover switch 46 are changed from the previous control cycle.
If the ON state continues, step FI
Depending on the OI judgment, proceed to step FIO2 and auto-queue.
Release the operation part 18a of the loose mode 18 and return it to its original position.
return. On the other hand, the contact of the changeover switch 46 is turned off.
If so, step F101 is determined.
Proceed to step Fi11. When proceeding from step F101 to step F102
After setting the value of flag I to 1 in step F102,
Proceed to step F103, and in step F103 flag I
It is determined whether the value of , is 1 or not. Flag ■5 value
, turn on the contact of the changeover switch 46 as before.
Step F104 of the first control cycle after setting the state
is set to 1, and the contact remains in the ON state.
Therefore, based on the judgment in step F101, step F11
Proceed to step 3. In step F113, it is determined whether the value of flag is 1 or not.
The value of flag I4 is determined based on this control cycle.
Since it is set to 1 in step F117 of the file, step
The process proceeds to step I" 114 based on the judgment in F113. In step F114, step AlO in FIG. 8(i)
Based on the contact information input in step 3, the acceleration switch 45
It is determined whether the mouth is located in the position shown in FIG. now,
The acceleration switch 45 is in any position of groups u to 6 in Fig. 6.
Therefore, based on the judgment in step F114, step
Proceed to F116. In this step F116, the target vehicle speed of the control section 25 is
The change control unit 6a determines the goal achieved in the previous control cycle.
The value obtained by adding the preset correction amount VT□ to the target vehicle speed vS
(VS + VT engineering) is accelerated in this control cycle.
Specify it as the target vehicle speed VS for driving. In addition, the target vehicle speed vS in the previous control cycle is
, this control cycle turns the contact of the changeover switch 46 ON.
If this is the first control cycle after
The value was specified in step F121, while the
If it is not the control cycle, in step F116
The value is specified. Therefore, the contact of the changeover switch 46 is turned on.
The actual vehicle speed VA was preset in the first control cycle.
The value obtained by adding the correction amount vK is the target vehicle speed when accelerating.
Designated as vS. Turn on the selector switch 46
Continuing, the control cycle increases as the time of this continuation increases.
The target vehicle speed vS is adjusted by a preset correction amount VT1 for each
increases. In other words, V S : V A + V T
, +VK. Next, when proceeding from step F116 to step F112,
In this control cycle, the value of , flag, is 0.
Terminates the selector switch control. In this control cycle, the contact of the changeover switch 46 is in the ON state.
is not in the current state, and as determined in step F101, the
If you proceed to step F111, this step F11
1, the value of flag I is set to O, and step F112
Proceed to. In step F112, the flag is set as described above.
Switching in this control cycle with the value of d being O.
End switch control. After completing the changeover switch control as described above, next
The process advances to step E129 in FIG. This step E12
In step 9, it is determined whether the value of flag ■4 is 1 or not.
However, as mentioned above, the value of flag is the 13th
Since it is set to 1 in step F117 in the figure, step
Based on the judgment of G129, proceed to step E130. In step E130, the acceleration switch 45 is activated as shown in FIG.
A determination is made as to whether or not it is in the fourth position. here,
Since the acceleration switch 45 is located at positions l to group in the figure,
The process advances from step E130 to step E121. Step E121 and subsequent steps E122-E
127 is controlled by turning off the acceleration switch 45 as described above.
Control performed after the second control cycle after changing
is the same as That is, in the acceleration switch control in step E121, the acceleration
Since there is no change in the position of switch 45, selector switch 4
Set in the first control cycle after turning on contact 6.
The specified value will continue to be the target acceleration when driving at a constant acceleration.
It is set as DVS. Also, by the acceleration control in step E122. When starting acceleration, the vehicle acceleration is smoothly adjusted to the target acceleration D.
Raise it to vS2, and then drive the car at target acceleration 0VS2.
By accelerating both vehicles, the traveling speed of the vehicle reaches the target vehicle speed v.
When reaching S, accelerate before reaching the target vehicle speed VS.
The target acceleration DVS is set so that the
It is done. Furthermore, at this time, the actual vehicle speed VA is set to a preset reference value K.
If it is lower than s, the target acceleration DVS2 is relative to the actual vehicle speed VA.
is changed to the corresponding value. And throttle valve opening/closing tie
At every timing cycle, the slot is set based on the target acceleration DVS.
The throttle valve 31 is opened and closed. This allows the vehicle to
It is accelerated at an acceleration approximately equal to the acceleration DVS. Such acceleration increases the vehicle's traveling speed to the target vehicle.
Even when the speed becomes almost equal to vS, the acceleration switch 45 is
In the same way as when acceleration control is performed by switching, the step
In the acceleration control of step E122, the value of flag I4 is O.
It will be done. therefore. From the next control cycle onward, the steps from step E129
Proceed to step E133 via step E132 and reach the goal.
Target vehicle speed control uses target vehicle speed VS to maintain vehicle stability.
The vehicle is running at high speed. As mentioned above, the acceleration switch 45 is
The vehicle is held in a fixed position and auto cruise mode control is performed.
Therefore, when the vehicle is running at a constant speed, the auto clock is activated.
The operation part 18a of the loose switch 18 is placed on the front side in FIG.
When the contact point of the changeover switch 46 is input by pulling the
25, the designation of the driving state designation part 3 is acceleration driving, and the acceleration
In the same way as when switching the switch 45, the acceleration switch 45 is
Acceleration according to position, vehicle acceleration running smoothly
It will be done. Also, at this time, the target vehicle speed to reach 4 during acceleration is the constant vehicle speed.
A value that is a certain amount higher than the vehicle's running speed when it is running.
This target vehicle speed is set when the selector switch 46 is set to the sixth target vehicle speed.
By lengthening the time it is drawn toward the front in the diagram.
To increase. Then, by accelerating the vehicle, the traveling speed of the vehicle reaches the target vehicle.
After reaching the speed, the driving state designation section 3 specifies that the vehicle is running at a constant speed.
The target vehicle speed is set to the target vehicle speed.
Fast running takes place. As mentioned above, the acceleration switch 45 was switched to the position (5) to group.
, and the acceleration switch 45 is in the [Eil-[J position].
When the auto cruise switch 18 is in the
Pull a toward you to turn on the contact of the changeover switch 46.
We have described the case where the acceleration switch 45 is
If the acceleration switch 45 is switched to the same position, and the acceleration switch 45
When the button is in the 1st position, pull the operating part 18a toward you to turn it off.
The following describes the case where the contact of the switching switch 46 is turned on.
Bell. By switching the acceleration switch 45 to the position shown in FIG.
or the acceleration switch 45 is in the same position.
When the changeover switch 46 is connected when the vehicle is running at a constant speed,
By turning on the point, the acceleration running state of the vehicle can be changed.
It is specified. And when the vehicle is accelerating
, when the acceleration switch 45 is switched to the U position, the previous
Even in the control cycle, the accelerator pedal 27 is not depressed.
Therefore, in step EIOI of Figure 12, the activation
The contact of cell switch 12 was ON in the previous control cycle.
It is determined that the condition is met and the process proceeds to step EllO. In step E110, as described above, the acceleration switch 4
Has the position of 5 changed from the previous control cycle?
The judgment whether or not is inputted in step AlO3 of FIG.
This is done based on the contact information obtained. Acceleration switch 45
was in the old position in the previous control cycle and is now in the current control cycle.
In the control cycle, it is in the position of 2nd, so step E110
Based on this determination, the process advances to step E111. This step E111 and the following step E11
In 2 to E113, set the value of flag ■ as mentioned above.
1, and set the value of flag UE and flag I9 to O.
. Then, in step E114, the acceleration switch 4
The judgment as to whether or not 5 is in the 4 position is made using the screen in Figure 8 (i).
Performed based on the contact information input in step AlO3
. In this control cycle, the acceleration switch 45 is
Therefore, from step E114 to step E1
Proceed to step 15, set the value of flag ■ to 0, and then proceed to step E.
Proceed to step 104. This step E104 and the following step E10
5 to E109 are controlled by the accelerator pedal 27 described above.
Step E carried out in the first control cycle after release
The control is exactly the same as that of steps 104 to E109. With this control, the current control cycle is
1 Regardless of whether it corresponds to the timing of opening or closing,
Actual vehicle speed VA immediately after switching the speed switch 45 to the position
The vehicle is controlled to drive at a constant speed using the target vehicle speed.
. Specifically, the torque required for driving at this constant speed is
throttle valve 31 to a moderate
Adjust the throttle valve opening. As a result, the engine
One herk of almost the desired size was output from Jin 13.
, the driving state of the vehicle changes from accelerated driving to constant speed driving.
Start. The first control after switching the acceleration switch 45 to the hard position
In the cycle, the control described above in 1 is carried out.
, continues to be in O1-Cruise mode after the next control cycle.
control is performed. and. The acceleration switch 45 is held in the fourth position and turned off.
If the changeover switch 46 cannot be operated, proceed as described above.
The process starts from step E101 in FIG. 12 in the same way as in the case of
Proceed to step E110, and the position of the acceleration switch 45 is the same as the previous time.
It is determined whether or not there has been a change from the control cycle of
Ru. As mentioned above, the acceleration switch 45 is held at the
Since the position has not changed since the last control cycle, the
Proceed from step E110 to step E128, and press the switch
control is performed. This changeover switch control is performed in the step shown in FIG. 13, as described above.
Follow the flowchart shown in steps FIOI to F121.
It is done. In the first step F101, the changeover switch 46 is operated.
Since the changeover switch 46 is not
It is determined that the contact is not in the ON state, and the process proceeds to step F111.
Proceed to. Then, in step F111, the value of flag I5 is set to 0,
Next, in step F112, set the value of the flag ■ to 0, and
Ends the changeover switch control in the control cycle
. Next, when proceeding to step E129 in FIG.
, it is determined whether the value of , is 1 or not, but the flag
D. As mentioned above, move the acceleration switch 45 to the same position.
In step E1 [5 of the first control cycle after switching
Since the value is set to O, it is determined in step E129.
Then, the process proceeds to step E132, where the running state indicator of the control section 25 is
The designation of constant speed section 3 switches to constant speed driving. In step E132, it is determined whether the value of the flag is 1 or not.
This judgment is made, and this flag is the step in Figure 13.
Since the value is O in step F112, step E1
Based on the judgment in step E132, the process proceeds to step E133 and the target vehicle is
Speed control is performed. This target vehicle speed control is performed using the steps shown in FIG.
Follow the flowcharts shown in steps J101 to J116.
be called. That is, in the first step J101, the value of flag I
A determination is made as to whether or not is 1. This flag I8 switches the acceleration switch 45 to the marked position.
Step E1 in FIG. 12 of the first control cycle after
Since the value is set to 1 in 06, from step J101
Proceed to step J102. This step J102 and the following step J1
03 to J107 are controlled after the accelerator pedal 27 is released.
In the first control cycle of FIG. 12, steps E101~
Control is performed according to E109, and subsequent control cycles are
As a result, proceed to step E133.
Target vehicle speed control performed according to J102 to J107
They are exactly the same. In other words, the actual acceleration DVA is gradually reduced.
The setting of the target acceleration VDS required to
The control cycle corresponding to the timing of opening and closing the valve 31
It is done for each cruise. After completing the target vehicle speed control as described above, next:
Following steps E123 to E127 in Figure 12,
Control is carried out as described in each case,
To obtain the vehicle acceleration equal to the target acceleration DVS
The opening and closing of the throttle valve 31 to the throttle valve opening degree is
This is done every control cycle corresponding to the closing timing.
Ru. And as a result, the acceleration of the vehicle gradually decreases,
The traveling speed is the actual vehicle speed VA immediately after switching the acceleration switch 45.
gradually approaches and becomes almost constant. In this way, the acceleration of the vehicle is reduced and the
At step J104, the absolute value l of the actual acceleration DVA
It is determined that ovA l is smaller than α to the preset reference value.
If the flag is disconnected, the value of flag is set to O in step J108.
After that, proceed to step JIO9. And this step
step J109 and subsequent steps J110 to J1
Control is performed according to 1G. Also, step J1
In each control cycle after determination 04 is made, the step
Since the value of flag I8 is O in step J108, the step
Proceed from step J101 to step J109, and similarly
Control takes place. Control performed according to steps J109 to J116
The control is auto cruise mode after releasing the accelerator pedal 27.
Steps J101 to J10 as described above in the
8, and in particular in step J104.
After proceeding to step J108 depending on the judgment, step
Exactly the same control performed according to J109 to Jl16
It is. Then, go to steps E123 to E127 in FIG.
Control is therefore carried out. by this. Slot to obtain vehicle acceleration equal to target acceleration DVS
The opening and closing of the throttle valve 31 to the opening degree of the throttle valve is
Performed every close timing cycle. As a result, the vehicle
is almost equal to the target vehicle speed vS, and the vehicle is driven at a constant traveling speed.
Drive fast. As mentioned above, switching the acceleration switch 45,
Or, turn the contact of the changeover switch 46 on.
The acceleration switch is activated when the vehicle is accelerating.
When the switch 45 is switched to the same position, the controller 25
The designation in the driving state designation section 3 switches to constant speed driving and accelerates.
Actual vehicle speed VA immediately after switching switch 45, i.e., running state
The target vehicle speed is the vehicle speed when the designation changes to constant speed driving.
The vehicle is controlled to run at a constant speed. This control allows the vehicle to run at a constant speed by releasing the accelerator pedal 27.
or when the vehicle accelerates.
The contact of the changeover switch 46 was turned on while
The control is the same as in the case. As a result, the running speed of the vehicle is approximately equal to the target vehicle speed.
remains consistent and constant. Note that when the acceleration switch 45 is in position (6), the control
The designation in the driving state designation part 3 of section 25 is set to constant speed driving.
Therefore, when the vehicle is running at a constant speed, the acceleration switch cannot be turned on.
When switch 4S is switched to position 4, the same control as above is performed.
be called. In this case, the specified vehicle speed is already set to the constant speed before switching.
Since the vehicle is running, the vehicle continues to drive at a constant speed with the same target vehicle speed.
The vehicle continues to run, and no change occurs in the running state of the vehicle. Next, the acceleration switch 45 is held at the same position, and
Auto cruise mode control is performed and 2 controls are performed.
Since the designation in the driving state designation part 3 of the part 25 is constant speed driving,
auto cruise when the vehicle is running at a constant speed.
Pull the operating part 18d of the switch 18 toward the front in Fig. 6.
Regarding the case where the contact of the changeover switch 46 is in the ON state
This will be explained below. In this case, when the contact of the changeover switch 46 is turned on,
, in the same way as in the previous case, step E10 in FIG.
1 to step E110, and then step El
10, the acceleration switch 45 is not operated.
Therefore, the position of the acceleration switch 45 is the same as the previous control cycle.
It is determined that no changes have been made and the process proceeds to step E128.
nothing. In this step E128, as mentioned earlier, the switching switch
Switch control is performed, and first, step I in FIG.
” ] At 01, step AlO in FIG. 8(i)
Based on the contact information input in step 3, the changeover switch 46 is
A determination is made as to whether the contact is in the ON state. Now, the contacts of the changeover switch 46 are in the ON state, so
Step F] Proceed to step F102 from 01, and flag
The value of D is set to 1, and in the next step F103, the flag
A determination is made as to whether the value of I is 1 or not. The first time after the contact of the changeover switch 46 is turned on
In a control cycle, the additions made in the previous control cycle are
Do not operate speed switch 45 and changeover switch 46 at the same time.
Is auto cruise mode control being performed when the
In this case, the value of flag 15 is set to 0 in step F111.
Ru. Therefore, according to the judgment of F2O3, step l”
l Proceed to O4. In this step F104, the value of flag is set to 1, and the following
In step F105, the value of flag T is set to 1, and further,
In step F106, the value of flag □2 is set to 0, and the step
Pup I? Proceed to 107. In this step 107, the current control cycle is
Start the first control service while keeping the contact of the switch 46 in the ON state.
Since it is a cycle, it is specified up to the previous control cycle.
The control unit 25 indicates that the running state is different from the running state of the vehicle.
It is designated by the row state designation unit 3. For this reason, the
As shown above, priority is given to high tracking of actual values.
, the value of the actual acceleration DVA is set at step AlO in FIG. 8(i).
Assume that the DVA is input in step 3. In the next step F108, the value of the flag ■ is 1.
A judgment is made as to whether the
The value of group ■4 is O. In other words, before the contact of the changeover switch 44 is turned on,
The constant vehicle speed running state is caused by switching the acceleration switch 44.
If so, in step E115 of FIG.
The value of ``g'' is O. Also, the transition occurred when the accelerator pedal 27 was released.
If so, the flag is set in step E1O2 of FIG.
The value of E is 0. In addition, the transition occurs when the brake pedal 28 is released.
If so, in step C145 of FIG.
The value of 4 is 0. Then, the contact of the changeover switch 46 is turned on.
In this case, in step F109 of FIG.
The value of I4 becomes 0. Therefore, based on the judgment in step F108, step
Proceed to F117. Then, in step F117, the value of the flag ■ is set to 1,
After setting the value of the flag ■ to O in the next step F118,
Proceeding to step F119, step A in FIG. 8(i)
The acceleration switch 45 is fixed based on the contact information input in lO3.
A judgment is made as to whether or not it is in the position. In this case, the acceleration switch 43 is in the same position, so
Based on the judgment in step F119, proceed to step F120.
, when the designation of the driving state designation unit 3 of the control unit 25 is switched to deceleration driving.
Change. In this step F120, the strip A of FIG. 8(i)
Correction set in advance from the actual vehicle speed VA input in lO3
The value obtained by subtracting the amount VKz is the target vehicle speed setting of the control unit 25.
6 as the target vehicle speed during deceleration driving.
Ru. This allows the changeover switch in this control cycle to
End touch control. Next, when the process advances to step E129 in FIG. 12, the flag I
A judgment is made as to whether the value of 4 is 1, but this
The value of lag is determined in step F of FIG. 13 as described above.
Since it is set to 1 in step E117, the process starts from step E129.
Proceed to step E130. In step E130, step AlO in FIG. 8(i)
Based on the contact information input in step 3, the acceleration switch 45
A judgment is made as to whether or not it is at the position of
Since the speed switch 45 is in the 1st position, step E13
0 to step E131, and this step E131
deceleration control is performed. This deceleration control is performed until the vehicle travel speed reaches the target vehicle speed VS.
Negative value target acceleration to perform deceleration driving to reduce
This is used to set the degree (that is, target deceleration) DVS.
Therefore, steps 1-1101 to H110 in FIG.
Mainly the deceleration control of the control section 25 according to the flowchart 1~
This is performed by the control section 10 and the target acceleration setting section 4. That is, first, in step H101. At the target vehicle speed vS and step AlO3 in Fig. 8(i)
The absolute value IVS-VAI of the difference from the input actual vehicle speed VA is
, it is possible to determine whether the value is smaller than a preset reference value.
It is done. The first control after turning on the contact of the changeover switch 46
If the control cycle advances to step H101, the above
As shown above, the target vehicle speed vS is the correction amount V from the actual vehicle speed VA.
Because it is obtained by subtracting Kz. The absolute value l VS-VA l is the correction amount ■1 (equal to 2. And the correction amount VKz is set larger than 4 as the reference value.
Note, I VS-VA I >K, and the
Proceed 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 i(1
03, the target acceleration DVS corresponding to the difference VS-VA is
Read from map #MDVS5. And the next step
In H104, as the value of target acceleration DVS during deceleration driving
Specify the target acceleration DVS for this control cycle.
Terminate deceleration control at The above map #MDVS5 uses the difference VS-VA as a parameter.
target acceleration corresponding to the target deceleration during deceleration driving.
This is to find the degree DVS, and the difference VS - VA
and target acceleration DVS have the corresponding relationship shown in FIG.
have Therefore, the target acceleration DVS, is the difference VS-
As long as VA is a positive value, it is a negative value and is effectively a deceleration
becomes. As described above, the target acceleration D■S is set by deceleration control.
After the settings have been made, the process proceeds to step E123 in FIG. Then, as mentioned above, the acceleration of the vehicle is set to the target acceleration DV.
The target torque of the engine 13 required to equal S
TOM2 is calculated using the above equation (5). The first time after turning on the contact of this changeover switch 46,
In the case of the control cycle, the target acceleration DVS is negative.
The target acceleration DVS has a value of . is specified, and the vehicle running state before the control cycle is specified.
Since the vehicle is running at a constant speed, the actual acceleration DVA is almost O.
ing. Therefore, in this case, it is calculated by equation (5).
The output target torque TOM2 is the output of the engine 13.
The value is smaller than the actual torque TEM. Next, proceeding to step E124, the calculation is performed in step E123.
The obtained target torque TOM2 and the step in Fig. 8(i)
It corresponds to the engine speed NE inputted by AlO3.
The throttle valve opening θT112 is calculated using the map #MTH (Fig.
(not shown) and proceeds to step E125. Note that the control in step E123 and step E124
In this case, the designation in the driving state designation unit 3 of the control unit 25 is deceleration driving.
Therefore, it is performed by the deceleration control section 10 of the control section 25.
It will be done. Throttle valve opening degree at map #MTH (not shown)
The minimum value of 0T112 is the maximum value which is the engine idle position.
It corresponds to a small opening degree, and the 1-1 standard torque '1'
OM is the minimum torque that can be output from the engine 13
If the value is smaller, the throttle valve opening f)
The minimum opening degree is specified for Tl+□. Then, step E125 and subsequent step I
The control of E L26 to E127 is
The current control is the same as that used in the case.
The control cycle is at the timing of opening and closing of the throttle valve 31.
If applicable, the step specified in step E124
Opening and closing of throttle valve 31 to throttle valve opening degree 0TH2
At the same time, the value of flag 1□2 is set to 1.
Ru. As a result, the 1-1 standard torque TOM is the engine
When it is larger than the minimum 1 ~ lux that can be output from 13,
The engine torque is approximately equal to this mark torque T OM.
The target torque TOM2 is output from the engine]3, and conversely, the target torque
When the torque from the engine 13 is less than the minimum, the slot
The engine idle valve 31 is maintained at the minimum opening for the engine idle position.
the engine brake starts decelerating and the vehicle
The driving state of the vehicle changes from constant speed driving to deceleration driving. Also, this control cycle corresponds to the opening/closing timing.
If not, the throttle valve will not open or close and the
Auto cruise mode control in one control cycle
End it. Turn on the contacts of the changeover switch 46 as described in 2.
control in the first control cycle after the
After that, auto continues to operate from the next control cycle onwards.
Cruise mode control is performed. acceleration switch 45
If the changeover does not take place, proceed again as above.
Then, step E101 and step El in FIG.
to, proceed to step H101 in Figure 13, and turn off.
It is determined whether the contact of the switching switch 46 is in the ON state or not.
It will be done. The contacts of the changeover switch 46 continue from the previous control cycle.
If it is in the ON state, go to step F102.
Go forward and release the operation part 18a of the auto cruise switch 18.
When released, the contact of the changeover switch 46 is turned OFF.
If so, step F L1. ] - Proceed to. When proceeding from step F101 to step F102
As mentioned above, the acceleration switch 45 is set to
When the switch is in the position, turn on the contact of the changeover switch 46.
Control support from the second time onwards when specifying the acceleration running state of the vehicle
In the same way as when the contact continues to be ON during the cycle.
Step F102 to Step F103 and Step
The process advances to step F114 via step F113. In step F114, step AlO in FIG. 8(i)
Based on the contact information input in step 3, the acceleration switch 45
It is determined whether they are in the same position, but here, the acceleration
Since the switch 45 is at the mouth position, step F11
Proceed to step 5. Then, in step F115, the goal of the control section 25 is
The vehicle speed change control unit 6a determines the arrival time in the previous control cycle.
The preset correction amount v'r is deleted from the target vehicle speed vS.
The value (v s V T 2 ) of the current control cycle is
Set as the target vehicle speed ■S at the time of the vehicle. Furthermore, the target vehicle speed VS in the previous control cycle was
, the previous control signal turned on the contact of the changeover switch 46.
If this is the first control cycle since the
The value was set in step Fl 20, while
If it is not the first control cycle, step F11
The value is set at 5. Therefore, when the contact of the changeover switch 46 is turned on,
In the first control cycle, a preset compensation is made from the actual vehicle speed VA.
The value obtained by subtracting the positive amount VK2 (VA VK2) is the deceleration running
It is specified as the target vehicle speed VS when the contact is turned ON.
Continuing the state increases the control as the time of this continuation increases.
A preset correction amount VT is reached for each cycle.
Vehicle speed VS decreases. In other words, VS=VA-VT, -VK2. Next, proceed from step F115 to step F112.
, flag, is set to O in this control cycle.
Terminates the changeover switch control. In this control cycle, the contact of the changeover switch 46 is in the ON state.
Step FIOI to Step F
If you proceed to step 111, proceed to step F L 11.
Set flag 1. The value of is set to 0, and the next step F112
In this control cycle, set the value of flag I6 to 0.
Terminates the changeover switch control. After completing the changeover switch control as described above, next
Proceed to step E129 in Figure 12 and as described above.
Then, a judgment is made whether the value of flag is 1 or not.
Ru. Here, the value of flag ■4 is the step in Figure 1:3.
Since it is set to 1 in F117, from step E129
Proceed 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 in the diagram.
Here, since the acceleration switch 45 is in the same position, the
The process advances to step E131, and the aforementioned deceleration control is then performed.
be exposed. Note that the deceleration of the vehicle at this time is the absolute value of the target acceleration DVS.
The value is almost equal to the value calculated in step E]23.
1] The mark I-LUK'I"0M2 came out of the engine 13.
If the torque is smaller than the minimum possible torque, the
As mentioned above, the throttle valve 31 is at the engine idle position 1d.
Since it is closed to the minimum opening degree, engine braking
The maximum deceleration obtained is not necessarily the target acceleration D.
It is not equal to the absolute value of VS. 1] elevation set as the value of this target acceleration DVS
As shown in Fig. 25, the speed DVS is
The difference between speed S and actual vehicle speed VA is V shown in the figure.
If it is larger than β, it has a certain value;
As the value decreases, the value approaches O as the difference ■SVA decreases.
Make. Therefore, by decelerating the vehicle, the actual vehicle speed VA will be reached.
Reaching 1-1 target rlt speed■ After reaching a value close to S, the actual vehicle speed
As VA decreases, the degree of vehicle deceleration becomes more gradual,
The traveling speed of the vehicle smoothly approaches the target vehicle speed reached at t1. The vehicle is decelerated as described below. The actual vehicle speed VA decreases and the absolute value I VS - VA l is the reference
When the value becomes smaller than 4, the arrival detection unit 11 of the control unit 25
As a result, the traveling speed of the IT vehicle reaches the target vehicle speed ■S.
is detected, and as determined in step I-1101.
Then, proceed to step Hl05. In this step HI O5, the target vehicle speed VS and the actual vehicle
The difference VS-VA from the speed VA is calculated. In the next step H106, the vehicle returns to the above-mentioned constant speed running state.
Similar to the transition control, the speed of the vehicle remains approximately constant.
Since there are no sudden changes in driving conditions, it is more stable than high followability.
Prioritize high quality and use in step E123 in Figure 12.
As the value of the actual acceleration DVA to be used, the ratio of Fig. 8 (jν)
Calculated with integrated control and in step AlO3 of figure 8 (i)
The input actual acceleration D V A, . Specify. Next, step) (l Proceeding to O8, the
The vehicle speed VA and the target vehicle speed ■S become almost equal, and the control
The arrival detection unit 11 of the unit 25 detects l (both traveling speeds have reached
Detection that the target vehicle speed ■S has been reached is being carried out.
Therefore, instead of the target acceleration DVS, the target acceleration DV
S, according to the flow of steps M101 to M106 in FIG.
– Determined by control performed according to the chart. The contents of this control are as follows: Release the accelerator pedal 27
Transition to constant 11L speed running state by cruise mode control
Exactly the same control as step J115 in Figure 16 when
-It is one. Furthermore, in the next step H108, the step shown in FIG.
As the value of target acceleration DV S used in
Specify the target acceleration I) V S and proceed to step H10.
Proceed to 9. As mentioned earlier, this target acceleration DVS is the constant vehicle speed
Target vehicle speed VS during driving and step AlO in Fig. 8 (1)
For the difference VS-VA from the actual vehicle speed VΔ input in step 3,
Set with the correspondence shown in Figure 23 or Figure 24.
However, in both figures, as the difference VS-VA increases,
Therefore, there is an increasing correspondence relationship. Therefore, [target addition
Speed 1) V S is 5 Until then, the vehicle's running speed was decreasing.
Line speed is [1 mark vehicle speed VS, i.e. when in deceleration running state
This is to keep the vehicle speed at the target vehicle speed ■S. In step HtO9, the running state switching section of the control section 25
12 sets the value of flag ■4 to 0 and executes the next step
0, the value of flag ■8 is set to O, and the current control cycle
After finishing the deceleration control in step E of FIG.
Control is performed according to steps 123 to E127. This control is the step in each case described so far.
The control is the same as that of E123 to E127, and step E1
23 and step E124 are executed by the control section 25.
Since the designation of the row state designation section 3 is deceleration traveling, the control section 2
This is performed by the deceleration control section 10 of No. 5. In other words, the target acceleration 1) whose value is specified by deceleration control.
Throttle valve opening 0TIIz is set based on VS
The current control cycle is the opening/closing switch of the throttle valve 31.
If the timing corresponds to this timing, the throttle valve 31
The throttle valve is opened and closed until the opening degree is 0TIlz. and,
As a result, the vehicle's traveling speed is a value approximately equal to the target vehicle speed ■S.
Stay in. As described above, step H105~ in FIG. 15! (
], from the next control cycle of the control cycle according to 10.
Auto cruise mode control continues even when the vehicle is descending.
be exposed. Furthermore, an acceleration switch 45 and a changeover switch
If 46 are not operated together, then again the same case as above.
In the same way, step E101 and step E101 in FIG.
After E110, the process advances to step F]01 in FIG. Here, the contacts of the changeover switch 46 are already in the OFF state.
Therefore, as mentioned earlier, step F101
Based on the judgment, the process advances to step F111, and the flags ■ and
After setting the value to O, step ■? At 112, the value of the flag ■
Assuming O, the changeover switch in this control cycle
End control. Next, when proceeding to step E129 in FIG.
, it is determined whether the value of , is 1 or not, but the flag
The value of D is determined in step H109 of FIG.
Since it is set to 0, the process advances to step E132 and the control section
The designation in the driving state designation section 3 of No. 25 cannot be switched to constant speed driving.
. In this step E132, the value of flag 6 is 1.
The value of this flag ■5 is
As mentioned above, it is set to O in step F112 in FIG.
Therefore, step E1.32 to step IΣ13
Proceed to step 3, and target vehicle speed control is performed. This target vehicle speed control is performed in steps J101 to J in FIG.
The process is carried out according to the flowchart shown in 116, but the most
The value of flag ■6 determined in the first step J101 is
As mentioned above, in step ■11.1.0 of Figure 15, O
Therefore, from an accelerated driving state to a constant speed driving state
Proceed to steps J109 to J116 in the same way as after migration.
Therefore, the aforementioned control is performed. When the target vehicle speed control is completed, step E in FIG.
Control is performed according to 123 to E127, and until now
Similarly to the case described above, for the target acceleration DVS,
Accordingly, the throttle valve 31 performs the control corresponding to the opening/closing timing.
It opens and closes every control cycle. As a result, the vehicle runs at a constant speed almost equal to the target vehicle speed ■S.
Run at speed. As mentioned above, if the acceleration switch 45 is kept in the same position,
If the vehicle is being held and auto cruise mode control is being performed.
When the vehicle is running at a constant speed, the auto cruise switch
18 operating section 18a toward the front side to select the changeover switch 46.
When the contact is in the ON state, the running state of the control section 25
Deceleration traveling is specified by the state specifying section 3, and the contact is in the ON state.
The target vehicle speed that decreases as the duration of the state increases.
The vehicle's running speed decreases until VS. And the running speed
The control unit 25 indicates that the speed has reached the target vehicle speed VS.
When detected by the arrival detection section 11, the control section 25 starts running.
The running state switching unit 12 changes the designation of the running state specifying unit 3 to constant speed running.
constant vehicle speed with the target vehicle speed VS as the target vehicle speed.
Smooth transition to driving. This allows the vehicle to reach
Marked vehicle speed■ Traveling speed approximately equal to S, that is, driving state designation
Maintains the traveling speed when the designation in section 3 changes to constant speed traveling.
Hold it and drive. Next, if the vehicle is not yet decelerated as described above,
When the auto cruise switch 18 is on, operate the auto cruise switch 18 again.
Pull the section 18a 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,
, in the same way as in the previous case, 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(i)
Based on the contact information entered manually in lO3, the changeover switch 4
A determination is made as to whether or not the contact No. 6 is in the ON state. The contact is now in the ON state, so proceed to step F102.
nothing. In step F102, the value of flag is set to O, and the following
In step F103, it is determined whether the value of flag ■5 is 1 or not.
make that judgment. The first control after turning on the contact of the changeover switch 46
If you proceed to step F103 in the control cycle,
In step F111 of the previous control cycle, the flag ■ was set.
Since the value is 0, it depends on the judgment in step F103.
The process then proceeds to step F104. Step F104 and subsequent step 5105
~ In F106, set the value of flag and flag to 1.
Also, set the value of flag ■1□ to O. The process advances to the next step F107. In this step F107
As mentioned above, the contact of the changeover switch 46 is in the ON state.
Make it. Then, the specification of the running state specification section 3 of the control section 25 is changed.
Since this is the first control cycle in the driving state, high tracking is possible.
The value of the actual acceleration DVA is given priority to the
Assume that the D V A, which is input at the top AlO3, is 5. In the next step F108, the value of flag I4 is 1.
However, as mentioned in ■-], the vehicle
When the changeover switch 46 is still running at a reduced speed,
The contact is in the ON state, and this control cycle is
This switching switch is the first one after turning on the switch.
When the switch 46 is input, the switching switch shown in FIG.
In step F117 of switch control, the value of flag ■4
is considered to be 1. Therefore, the judgment in step F108
Depending on the decision, the process advances to step F109. In step F109, the driving state switching unit 1 of the control unit 25
2, the value of flag I4 is set to O, and the next step FILO
Now, go to steps A123 to A128 in FIG. 8(iv).
Switch the latest actual vehicle speed VA determined by interrupt control.
Input as the actual vehicle speed immediately after turning on the switch 46
Then, the changeover switch control in this control cycle is completed.
Complete. The above-mentioned changeover switch control is used for the aforementioned vehicle acceleration.
The maximum value when the contact of the changeover switch 46 is turned on when
Same as changeover switch control in first control cycle.
becomes. Therefore, the flag error after the changeover switch control is
The values of , and flag I are also the same, and this switch
After the control ends. After step 129 and step E132 in FIG.
Proceeding to step E105, the running state designation section of the control section 25
3 designation changes to constant speed driving. The control in steps E105 to E109 is based on the accelerator pedal.
First control cycle or vehicle acceleration after release of Daru 27
When driving, turn on the contact of changeover switch 4G.
In the first control cycle, steps E105 to E109
Therefore, the control performed is exactly the same. That is, this time
The control cycle corresponds to the opening/closing timing of the throttle valve 31.
Regardless of whether the contact point of the changeover switch 46 is
The actual vehicle speed VΔ■ immediately after the ON state is set as the target vehicle speed.
Adjust the throttle valve opening to maintain the vehicle speed. As a result, the required torque is output from the engine 13.
, the vehicle's driving condition changes from decelerating to constant speed.
Start. The first control after turning on the contact of the changeover switch 46
In the control cycle, the above control is performed, but the following
After the control cycle, O1-Cruise mode continues.
If the acceleration switch 45 is not operated due to
If so, step E in FIG.
Step E12 via IO1 and step El 10
The process advances to step 8, where changeover switch control is performed. As mentioned above, the contact of the changeover switch 46 is turned ON.
The control in the first control cycle after
Same as the first control cycle after turning the contact ON.
Therefore, the value of each flag is the same, and the changeover switch
Control is performed in the same way. And step E129
Proceed to step E133 through step E]32.
, the target vehicle speed control is performed in steps J101 to J in FIG.
This is carried out according to the flowchart shown in 116. In this target vehicle speed control, first, step J, Lol
, it is determined whether the value of flag ■8 is 1 or not.
However, the value of this flag III is
After turning on contact 6, start the first control cycle.
Since it is set to O in step E10G of Figure 12,
, Step J ], Proceed from 01 to Step J102
. In step J102, the value of flag I11 is 1.
A judgment is made as to whether or not. In addition, flag ■11 is now
The control cycle is the timing for opening and closing the throttle valve 31.
A value of 1 indicates that
It is. If the value of this flag Ill is not 1, the current control
Since the control cycle does not correspond to the opening/closing timing, please immediately
The auto cruise mode system in this control cycle
end the control. On the other hand, if the value of flags ■ and □ is 1
In this case, the current control cycle corresponds to the opening/closing timing.
Therefore, proceed to step J103 and continue here]
1 mark vehicle speed control is performed. If you proceed to step J103, the vehicle will be running at a constant speed.
The target vehicle speed VS shown in Fig. 8(i) is set as a temporary value.
Actual vehicle speed VA input in step Al03 is substituted. In this way, the target vehicle speed
In preparation for control after the speed has become almost constant, the traveling speed is almost constant.
every control cycle corresponding to the opening/closing timing until
The value is updated. Next, in step J104, D
VA or DVA□. Actual acceleration specified by the value of
The absolute value of DVA is smaller than α to the preset reference value.
A judgment is made as to whether or not it is possible. [ ] The running speed of the vehicle is improved by performing the target + jt speed control.
The traveling speed becomes almost constant and the deceleration of the vehicle approaches 0.
Then, in this step J104, the actual acceleration 1) V
If it is determined that the absolute value of A is smaller than the basic value α,
Step J Proceed to 108 and after setting the value of flag ■6 to 0
Proceed to step J109. Also, the running speed is still constant.
is not reached, and the deceleration of the vehicle does not approach O.
In step J104, the absolute value of the actual acceleration DVA is
If it is judged that the reference value is not smaller than α, step
Proceed to step J105. In step J105, the actual acceleration I) V A is O.
A judgment is made as to whether or not the Here, switching
The vehicle decelerates until the contact of switch 46 is turned on.
When the vehicle is in a running state and the actual acceleration DVA has a negative value.
Then, proceed to step JIO6. In step J ], 06, the actual acceleration DVA is set in advance.
The value obtained by adding the determined correction amount ΔL) V2 is calculated as 11 base acceleration 1
) Target vehicle speed in this control cycle as VS
End control. When the target vehicle speed control as described above is completed, next, as shown in Fig. 12,
According to steps E123 to E127 of
Control is performed in the same way as in each case, and the slot]
For each control cycle corresponding to the opening/closing timing of the valve 31,
Throttle j1 opening degree 0T corresponding to target acceleration DVS t1
The throttle valve 31 to IIz is opened and closed. As a result, the vehicle experiences a negative load approximately equal to the target acceleration DVS.
Perform deceleration driving at speed (deceleration). As mentioned above, the target acceleration DVS is determined by its control cycle.
The correction amount ΔDV is added to the actual acceleration DVA of the model.
Therefore, by repeating the above control,
The negative value gradually approaches 0. Therefore, along with this, the deceleration of the vehicle gradually approaches 0.
I will follow. If the actual acceleration DVA approaches 0 as shown in
However, in step J104 of FIG. 16, the actual acceleration DVA
The absolute value of M (l! value is smaller than α
If it is determined that
The process then proceeds to step J109. This step J109 and the following steps, J1
The control performed in accordance with 10 to J116 is
Steps J109 to J116 when transitioning to the fast running state
This is the same as the control performed according to Therefore, step
From step J104 to step J108 to step J10
In the control cycle that proceeds to step J116 after proceeding to step J116,
The vehicle reaches the target vehicle speed VS whose value was set in step J103.
so that the traveling speeds of the vehicles match and the vehicle travels at a constant speed.
The target acceleration DVS is set. Also, the target vehicle speed change switch 48 is on the (+) side in FIG.
or when it is switched to the (-) side. Corresponding to this switching, the set value of target vehicle speed VS is changed.
be exposed. ” - Even after the 11 mark vehicle speed control as described above is performed, the same
and the control of steps E123 to E127 in FIG.
The throttle valve; 31 is opened and closed by the
Target vehicle speed■ Drive at a constant speed that almost matches S.
. Note that the steps from step J104 to step J108
The control cycle after proceeding to step J109
In the control cycle, flag ■8 is set in step J108.
Since the value is set to 0, [1 mark vehicle speed control]
Proceed directly from step J101 to step J109 and proceed as described above.
Such control is performed. Therefore, as mentioned above, the acceleration switch 45 is
first, turn on the contact of the changeover switch 46.
Specify the deceleration running state of the vehicle as the state, and then -
After this contact is turned OFF, the vehicle is still decelerating.
When it is in the line state, turn on the contact of the changeover switch 46 again.
state, the driving state designation section 3 of the control section 25
9) The designation changes from decelerated driving to constant speed driving, and the vehicle
Traveling speed immediately after stopping deceleration traveling and turning on the contact
The driving speed is approximately equal to the speed, that is, the designation switches to constant speed driving.
The vehicle will maintain the same running speed as when it crashed and will continue to run smoothly. As described above, O-L-Cruise mode control
As a result, the state of release of the accelerator pedal 27 is changed.
If you release the brake pedal 28 in the
is when the accelerator pedal 27 is released with the brake pedal 28 released.
When the pedal is released, the traveling speed immediately after the pedal is released is
The vehicle is maintained at a constant speed. Then, when the vehicle is running at a constant speed, the acceleration switch is
Switch the switch 45 to any position from (5) to group in Figure 6.
or if the acceleration switch 45 is in position (6)
When the contact of the changeover switch 46 is turned on in
(6) ~ The vehicle is applied with an acceleration corresponding to each position of the group.
When you drive fast and your driving speed reaches the target vehicle speed of 11,
, the speed is set at a constant speed that almost matches the target vehicle speed.
Drive at high speed. Note that the contact of the changeover switch 46 is set to O.
When accelerating in the N state, 11 targets were reached.
Vehicle speed is set by increasing the duration of the ON state.
value increases. Also, when the vehicle is running at a constant speed, the acceleration switch
If you switch 45 to the position, or. When the acceleration switch 45 is in the 1st position, the changeover switch 46
When the contact is turned on, the vehicle will decelerate.
No, when the vehicle speed reaches [ ] the target vehicle speed, this reaching 1
The vehicle is driven at a constant speed that almost matches the target vehicle speed.
It will be done. In addition, with the contact of the changeover switch 46 in the ON state,
If such a deceleration run is carried out, the arrival [1
The drifting speed can be set by increasing the duration of the ON state.
Fixed value decreases. In addition, any one of the nine running states, accelerated running state or decelerated running state,
When the switch is in the line state, turn the contact of the changeover switch 716 to
When the contact is in the N state, the running immediately after the contact is in the ON state
The vehicle travels at a constant speed, maintaining a speed approximately equal to the line speed.
will begin to do this. For example, if the acceleration switch 45 is in the old 1 position and the vehicle
Turn the acceleration switch 45 while accelerating driving.
If the switch is made to the position of
The vehicle is traveling at a constant speed, maintaining approximately the same traveling speed.
Now. Also, when the vehicle is running at a constant speed, [1 mark]
Move the vehicle speed change frame 48 to the (+) side in Figure 6 or
If you switch to the (-) side, the vehicle will run at a constant speed corresponding to this switch.
The set value of the vehicle speed at the 11th mark is increased or decreased, and the continuation of this change
If the duration time is increased, the increase/decrease in the set value of 1 mark vehicle speed will increase.
Add. The above describes the operation of engine control by the engine control device 1.
However, in this vehicle automatic driving control system, automatic
The automatic transmission 32 is shifted by the transmission control device 101.
It also controls changes. For speed change control (shift change control) of the automatic transmission 32,
To explain this, the access through the accelerator pedal 15
In case of mode control, as has been done in the past,
Then, the accelerator depression amount APS and the actual vehicle speed AV are used as parameters.
map (this map is usually the automatic transmission control
It is stored in a RAM (not shown) 101. ) based on
upshift and shift through the controller ELC.
A f1-down is performed. However, power on down
When shifting (kickdown), change the amount of accelerator depression.
When the accelerator operation speed (accelerator operation speed) DAVS is equal to or higher than a predetermined value,
It is now allowed when the request is made. However, the auto cruise with the accelerator pedal 15 released
When performing mode control, automatic
As a control parameter for speed change control of the transmission 32,
Accelerator depression JiAPS cannot be used. Therefore, such auto cruise mode control is performed.
When the
Parameters are the pseudo-depression amount S FTA P S and the actual vehicle speed AV.
Based on the data map, the controller ELC
The automatic transmission 32 is controlled through the automatic transmission 32. This pseudo-depression amount 5FTAPS is calculated when the vehicle is running at a constant speed and when decelerating.
When driving, the predetermined value APS is set to 8. During acceleration driving, the target acceleration DVS is
It is set accordingly. Pseudo depression during acceleration, t S F l″APS
To explain the setting, the pseudo depression amount in this case is 5F.
The correspondence relationship between TAPS and target acceleration DVS is, for example,
As shown in Figure 30, there is a proportional relationship with each other within a certain range.
It is in. In this figure, the horizontal axis represents the pseudo-depression amount of 5FTAPS.
Expressed in bit units, the vertical axis represents the target acceleration DVS in m/s.
Expressed in units. When accelerating, the driving condition is automatically cruised.
Slow acceleration depending on the position of the main lever 18a of the switch 18
・It is specified as either medium acceleration or rapid acceleration, so 1. For example,
Slow acceleration: 1.5 (m/s2). Medium acceleration is 2.5 (m/s), sudden acceleration is 3.5 (m/s)
2), from Fig. 30, the pseudo-depression amount for slow acceleration is 5.
FTAPS is 83 bits, medium acceleration pseudo pedal fitsF
TAPs is 117 bits, pseudo-depression amount of sudden acceleration is 5PTA
PS becomes 150 bits. The pseudo-depression amount in each acceleration state is 5FTAPS.
The data corresponding to the target acceleration DVS is stored in the device (not shown).
Store it in RAM and use O1~Cruise mode system.
It is used for speed change control of the automatic transmission 32 during control. Furthermore, when going up or coming down (downhill), the engine
When it is not possible to maintain the vehicle speed with engine control alone, automatic gear shifting is used.
The automatic transmission 32 is downshifted by the machine control device 101.
brake control to maintain vehicle speed.
When sudden braking is performed using the pedal 28, automatic changeover occurs.
The engine brake is controlled by downshifting the gearbox 32.
This makes it possible to quickly decelerate by applying force. First, there is a dazzling system to maintain a specified vehicle speed when climbing or dismounting.
Downshift control will be explained. This downshift control is shown in FIGS. 28(i) and (ii).
As an interrupt control every 20m5, follow the procedure shown in
be called. In addition, Figure 28 (i) mainly shows the downshift when pitching.
Regarding control, Fig. 28 (ii) mainly shows the situation when going downhill.
Set to downshift control. This downshift control is automatic cruise mode control.
Since it is carried out during constant speed control,
First, in step P101, auto cruise mode control
It is determined whether or not constant speed control is in progress. autocle
If it is determined that constant speed control is not in progress during speed mode control,
If so, proceed to step P113 and start downshifting.
No special control is performed. In other words,
Clear the upshift prohibition flag by
remove. On the other hand, constant speed control using auto cruise mode control is in progress.
If it is determined that the
Shift 1 - Perform control. In other words, 1. For example, when pitching, the engine output is at its maximum.
Even if the vehicle is controlled in this way, there is still not enough torque to maintain the target vehicle speed.
If it cannot be obtained, the actual vehicle speed VA will be lower than the target vehicle speed vS.
However, this is determined by the vehicle speed comparison and determination means 102.
Determination is made in steps P102 and P2O3. In step P102, the actual vehicle speed VA is compared to the target vehicle speed ■S.
It is determined whether the F has decreased by a certain percentage or not.
Here, the vehicle speed VA is smaller than 1 times the target vehicle speed VS.
I'm making a judgment. Note that 1 means <1. O's
It is a constant and is set to, for example, 0.95. Therefore, the car
If the speed VA does not reach 95% of the target vehicle speed VS, the actual vehicle
It is determined that the speed VA is low F. Further, in step P103, the actual vehicle speed VA is changed to the target vehicle speed v.
By how much (i.e., by how much -) is it below S?
to determine whether Here, vehicle speed VA is target vehicle speed VS
(km) to determine whether it is a small rhinoceros or not.
Ru. In addition, this number 2 is: 3. set to o(b)
do. Therefore, vehicle speed VA is 3.0 (
kn) or more, the actual vehicle speed VA has decreased significantly.
I judge that. In this way, it is determined that the actual vehicle speed VA has decreased significantly.
If the speed is currently accelerating (speed
is increasing) by the acceleration comparison and determination means 103.
That's what I judge. Here, the actual acceleration DVA is a constant acceleration
Whether or not the degree value ka (m/s”) has not been reached, that is,
Determine whether DVA<k. Note that the value of k
can be set to a positive value close to 0 or O, but here
is the value of k, O, O (m/s”) or 0, 2 (n
+/s2). If it is determined in step P104 that the vehicle is currently accelerating, the actual vehicle speed
is approaching the target vehicle speed, so check the transmission shift check.
There is no need to change the engine speed, but if it is determined that the engine is not currently accelerating.
, even if the engine is controlled as it is, the actual vehicle speed will still be 1]
Since there is no prospect of approaching the vehicle speed, shift the transmission.
Is required. Here, the gear stage of the automatic transmission 32 is in overdrive.
There are 4 speeds including (4th speed), and there is a downshift from 4th to 3rd speed.
There are two types of downshifts: downshifting from 3rd gear to 2nd gear.
Shift control is performed. Therefore, automatic transmission
Determine whether the gear stage of machine 32 is currently set to rotational speed.
It is necessary to perform control based on this. Therefore, in step P105, it is determined whether the current speed is 3rd or not.
At step P114, it is determined whether or not the gear is currently in 4th gear. is judged. If the current speed is 3rd, step 1) 106
Engine speed D after downshifting from 3rd gear to 2nd gear
RP M 32 based on the current engine speed DRPM
Calculate based on Also, if the current speed is 4, step P1
Engine speed after downshifting from 4th gear to 3rd gear at 15
DRPM43 based on current engine speed DRPM
6. Note that here, auto cruise mode
During constant speed control, 3rd or 4th gear is generally used.
Therefore, if the gear is currently in 2nd gear, the
It is not subject to downshift control and the gear position is currently 1st.
Or if it is 2nd speed, step P114 to step P11
Proceed to step 7. In step P106, downshift (・later engine rotation
After calculating the number DRPM32, in the following step P107
, this engine rotation speed DRI'M32 is the predetermined rotation speed
Is it smaller than DRPM3 (e.g. 3500 rpm)?
It is determined by the engine rotation speed comparison and determination means 105.
It will be done. Also, in step P115, the engine after the downshift is
Even if the engine rotation speed DRPM43 is calculated, the following step
This engine rotation speed DRPM43 is specified in step P116.
Constant rotation speed XDRPM4 (for example 3500rprn)
It is determined whether or not the value is also small. And the engine speed DRPM32 or I) RPM
43 is the predetermined rotation speed XDRPM3 or XD RPM4
If it is above, it will not be subject to downshift control and
The process then proceeds to step P117. side, engine speed 1) RP M 32 or D RP
M43 is the predetermined rotation speed XDRI'3M3 or XD
If RPM is smaller than 4, step P
] Proceed to 08. In step I) 108, the current engine speed D R1
) One-dimensional matsub #M TOR with M as a parameter
Maximum 1- that can be output at the current engine speed based on MX
Determine the value TORMAX. Then, in the following step P109, the current engine output 1
Is the Herk rEM in the maximum torque range that it can output?
is determined by the torque comparison and determination means 104. This judgment
The difference is to set the cursed engine output I-r EM to the maximum torque.
(Here, 4=0
．． 97), T E M is
T ORM A X X k If not greater than 4
, since the maximum torque is not yet being output, the engine is not being controlled.
It is determined that there is a possibility of speed increase due to control, and step P is performed.
Proceed to 117. On the other hand, 'rEM is rORMAXXk4
If the torque is also large, it means that it is currently outputting the maximum tortor.
and increase speed by reducing torque through downshift 1 control.
In order to achieve this, the process proceeds to step P110. Step P】10, the first counter for downshift 1-judgment
The countdown on the printer CD5AS 1 starts. mosquito
At the start of the countdown, step P of music number control;
117 (This step I) 117 will be explained later.
), the value of counter CD5ASI is at the downshift judgment period.
The value in between is XDSAS1. Downshift judgment
Here, the period value XDSAS1 is set to 50. Then, in the next step P1]], (", D S A
It is determined whether Sl has become 0 or not, but CD5AS
To turn 1 into O, repeat step I] 110 for 50 cycles
If it passes continuously and does not count down by 50
It won't happen. In other words, ■The actual vehicle speed has decreased too much. ■Fruit
Acceleration is lower than a predetermined value. ■The gear stage is 3rd or 4th gear. (4) Cursed engine rotation
It outputs almost the maximum torque in terms of numbers. Φ downshift
The subsequent engine speed does not exceed a predetermined value. These conditions lasted for 50 control cycles. By continuing, CD5AS 1 becomes 0 for the first time.
It is. This downshift control is performed every 2 Oms.
Since it is an integrated control, the period of 50 control cycles is
Corresponds to 1 second. And Cl) S A S l must be O.
Still, downshift! Step P1 without going to
Proceed to step 18, and when CD5AS l becomes O, step
Proceed to the knob P112 and use the shift change control means 106.
and downshift. In step P112, the gear stage is lowered from 3rd gear to 2nd gear.
Instructs to shift or downshift from 4th gear to 3rd gear.
, prohibits upshift to 1. To prohibit this upshift, shift from 52nd gear to 3rd gear.
Shift 1 - Prohibited flagged LG 23 and 3rd gear → 4th gear
Using the upshift prohibition flag FLG34 of
, for example, each upshift l-inhibition flag F L G 2:
3. I? Upshifting is only possible when LG34 is in O position.
Set it so that Therefore, in step P112, 3
After performing downshift 1- from speed → 2nd speed, upshift
1~Prohibition flag FL G23 I” L G23≠0
Then, after downshifting from 4th gear to 3rd gear, the
Set shift prohibition flag F L G 34 to F L G 3
4≠0. After downshifting in this way, the following step P
l 17, the first counter CD5 for downshift determination
Downshift judgment period preset as the value of AS l
Assign a value between XDSAS l-. Note that step P102. P103. P2O3゜P2
O3, pH4, P116 or L) 109, downshift
If it is determined that the conditions for performing a lift are not met (No.
in any control cycle), this step
Step l) 1. l 7, set the value of CD5AS]- to
Reset to DSAS 1. Also, steps P102, 11103. P104゜P2
O3, P114. Downshift at pH 16 and P2O3
When all the conditions for starting the process continue to be met, start
CD5AS by countdown at step P 110
Skip this step P117 until 1 becomes 0.
Then, the process directly proceeds to step P118. In step P118, upshift 1 is currently prohibited.
It is determined whether the of the current or previous control cycle.
Upshift in step P112! This state prohibits
If continues, proceed to step P119 and upload
Control is performed to cancel the prohibition of shifting. up
If the shift prohibition is divided by n', step PL4
Proceed to step 1 to complete downshift control during pitching. In step P119, after the downshift 1-, the current car
Vehicle speed comparison determines whether speed VA approaches target vehicle speed S
The determination is made by the means 102. Here, this judgment is
, the current vehicle speed VA approaches [1 mark rlL speed VS, and then
Is the difference within the specified value (=1.0kl11)?
In other words, it depends on whether VA≧■S-.
Now. Make sure that the current vehicle speed VA approaches the 11 mark vehicle speed ■S.
If so, proceed to the following step P120 and perform the up
Control is started to cancel the inhibition of shift, but the target vehicle speed is close to S.
If not, proceed to step P141, and at the time of pitching.
Finish downshift control. To cancel the upshift prohibition, upshift from 2nd to 3rd gear.
Shift prohibition flag F L G 23 and access from 3rd gear to 4th gear
Since there is a top shift prohibition flag FLG34,
Determine which prohibition flag FLG34 is currently in effect
There is a need to. This is detected based on the current gear.
If possible and currently in 2nd gear, prohibition flag F L G 23
is F L G 23≠O, and even if it is currently 3rd gear
For example, the prohibition flag FLG34:3 is FLG34≠O.
It has become. Therefore, in step P120, the gear position of the transmission is currently set to 2.
In step P128, it is determined whether or not the speed is changed.
It is determined whether the gear position of the aircraft is currently 3rd gear. the current
If it is in 2nd gear, proceed to step ■) 121, and it is currently in 3rd gear.
If there is, the process advances to step P129. Also, neither
(if in 1st or 4th gear), prohibit upshifts.
There is no need to cancel, proceed to step P141 and pitch
Finish downshift control at the time. Proceeding to step P121, the gear stage is changed from 2nd gear to 3rd gear.
Calculate the engine rotation speed DRPM23 when the So
Then, in the following step P122, this engine rotation speed D
One-dimensional matsub # with RPM 23 as a parameter
Based on M'rORM X, engine speed D RP
Maximum torque that can be output after upshifting in M23
Determine the value TORMAX. Next, proceed to step P123, and set the maximum torque to 1゛ORM.
Amplifier shift based on ΔX and each gear ratio of 3rd speed and 2nd speed
Calculate the drive shaft l-lux TORUP after the rotation. On the other hand, when proceeding to step P129, the gear position is changed from 3rd to 4th gear.
Calculate engine speed D RPM34 when changing to speed
do. Then, in the following step P130, this engine
One-dimensional matsub # with rotation speed DRPM34 as a parameter
Engine speed DRP based on M T ORM
Maximum torque that can be output after upshifting in M34
Determine the output value. Next, step I”
Proceed to 140, maximum 1-luk'1"ORMΔX and 4th gear
and each gear ratio of 3rd gear.
Calculate the eve shaft torque 'r ORU l). Upshift in step P]23 or step P140
After calculating the subsequent drive shaft torque T ORU I),
Proceed to step P124, and check the current engine torque TEM.
is calculated in step P123 or step P140.
Check whether the drive shaft torque is below TORU■) or not.
The judgment is made by the comparison and judgment means 104. current en
The reason why the engine torque TEM is not less than TORUP is because the current
This is because there is still not enough engine power to spare, and
The prohibition of top shift cannot be canceled yet, so proceed to P141. If the current engine torque TEM is less than TORUP
, there is plenty of engine torque and the current drive is
It is possible to output a torque larger than the live shaft output torque.
Then, proceed to step P125 to cancel the upshift prohibition.
entering the judgment period. In step P125, the first upshift determination counter
Start countdown on data CUSAS 1. cow
At the start of downtime, step PL4 of the previous control is executed.
1 (this step P141 will be described later),
The value of counter CUSAS 1 is from downshift 1 to judgment period.
The value is XUSAS 1. Downshift judgment period
The value of X t, J S A Sl is set to 5 here. Then, in the next step P126, CUSASl becomes O.
It is judged whether or not the
, pass through step P125 for 5 consecutive cycles.
Must be counted down by 5, i.e.
■While upshifting is prohibited, ■actual speed approaches target speed.
, ■The gear stage is 2nd or 3rd gear, and ■The current engine speed is
The state where there is a margin in the output torque is the state of 5 control cycles.
By continuing for a period of time, CUSASI becomes O.
It is. In particular, it ensures that the specified torque is applied after an upshift.
The condition for obtaining the current engine output torque is
There is a margin in the current drive shaft output after upshifting.
There is a constant state in which a torque larger than the torque can be output.
It is necessary to continue for at least 30 minutes (in this case, 5 control cycles).
becomes. This downshift control is an interrupt control every 20m5.
Therefore, the period of five control cycles is 0.1 seconds.
corresponds to In step P126, CUSAS ] is not set to O.
If so, after completing the downshift control at the time of pitching, the 28th
The process advances to step P142 in FIG. (ii). On the other hand, if CUSAS 1 is 0, step P
Proceed to step P127 and proceed to step P127. Upshifting is prohibited by the shift change control means 106.
The upshift prohibition is canceled by canceling the upshift flag etc. Na
To cancel the upshift prohibition flag, upshift
Set prohibition flags FLG23 and FLG34 to FLG23=O.
and FLG34=O. After canceling the downshift prohibition in this way, continue
Step P141 is a first counter for upshift determination.
The preset downshift as the value of CUSAS l.
Assign the value XUSASI of the target judgment period. Note that step P118. P119. P128 or P1
24, it is determined that there is no need to release the downshift prohibition.
(No route), either control site
In this step P141, the value of CUSASI is
Reset to XUSAS 1. Also, step pH8, Pll, 9. P128 and P1
24, it is necessary to cancel the downshift prohibition.
If the condition continues, count down at step P125.
This step continues until CUSASl- becomes 0 due to
Jump over P 1-4.1 and directly go to Figure 28 (ii
) will proceed to step P142. Next, the downhill slope shown in Figure 28 (ii)
Going into the explanation of foot control, this downhill control is
The vehicle speed VA increases and it seems to be too fast than the target vehicle speed ■s.
Even if the engine output is controlled to the minimum
This is control performed when the vehicle speed exceeds the target vehicle speed. First, in steps P142 and I) 143, the current execution
The vehicle speed VA is set to the auto cruise switch, etc.
It matches the target speed vS in cruise mode control.
Vehicle speed comparison determination means 1 determines whether the speed is suppressed or not.
02. In step P142, the actual vehicle speed VA is compared to the target vehicle speed vS.
It is determined whether the decline has exceeded a certain percentage.
Specifically, the actual vehicle speed VA multiplies the target speed vS by a constant.
A determination is made whether the number is greater than the digit. In addition
, the value of 6 is assumed to be 1.05 here. At step P142, the actual vehicle speed VA is (V S X k,
), if the vehicle speed is determined to be higher than the value of
Proceed to step P143 and check that the actual vehicle speed VA is equal to the target vehicle speed vs.
By how much (in other words, how many fans) is it larger?
to judge. Here, the difference between actual vehicle speed VA and target speed VS is
The difference (VS-VA) is set to a predetermined value of 7 (here, , =3.
0). If the difference (VS-VA) is greater than a predetermined value of 7, the vehicle speed
is determined to have increased too much, and the process proceeds to step P144.
move on. Here, the actual acceleration DVA is a constant acceleration value k
ll (m/s”), that is, D
The acceleration comparison and determination means 103 determines whether VA>k.
Judgment is made by In addition, the value of k can be O or O.
Although it is possible to set a negative value close to O, here, the value of O,
O (m/s2) or -0.2 (Ill/s"). If the actual acceleration DVA is greater than
Actual speed VA can approach target speed VS by controlling
It is determined that there is no hope, and the process proceeds to step P145. On the other hand, step P142. P143 or I)144,
If each is judged as No, the vehicle speed VA has increased too much.
No, or the actual speed VA will be changed by engine control in the future.
It is determined that the speed can be brought closer to the target speed vS, and the downshift is performed.
The process is excluded from the control of the client, and the process advances to step P153. In this example, downshift control is performed only in 4th gear.
In step P'145, the
It is determined whether the gear position of the transmission 32 is currently in 4th gear.
. If it is not currently in 4th gear, it will be excluded from the control target of downshift 1-.
It is removed and the process advances to step P153. If the current speed is 4, proceed to step P146. Engine speed D when changing gear from 4th to 3rd gear
Calculate RPM43. Furthermore, the following step P147
Then, this engine rotation speed DRI) M, 43 is predetermined.
From the rotation speed XDRPM5 (e.g. 3500ppm)
The engine rotation speed comparison and determination means 105 determines whether or not the rotation speed is small.
judged by. Then, the engine rotation speed DRPM43 becomes the predetermined rotation speed
If it is not smaller than DRPM3, the downshift control
It is not targeted and the process proceeds to step P153. On the other hand, Enji
The rotational speed DRPM43 is the predetermined rotational speed X D RP M
If it is smaller than 5, the process advances to step P148. In step P148, the current engine speed DRPM is set to
Based on one-dimensional Matsubu #MTORMN as a parameter
Minimum torque TORMIN that can be output at the current engine speed
Determine. Then, in the following step P149, the current engine output torque is
Check whether the torque TEM is in the minimum torque range that can be output.
The judgment is made by the comparison and judgment means 104. This judgment is
Convert the current engine output torque TEM to the minimum torque TORMI
Add the coefficient kg (here, kg = 1.03) to N.
Compared to what is multiplied, “r E M is 1゛○RM I
If it is not smaller than N
Since the torque is not set, the torque can be increased by engine control.
If it is determined that the TEM can be decreased, the process proceeds to step P153 and the TEM is
T ORMINXk, if it is larger than
Since it is outputting torque, 1 by downshift control
~Proceed to step P150 in order to reduce speed by reducing torque.
nothing. In step P150, downshift 1 - second counter for determination
Start the countdown on the computer CD5AS2. mosquito
At the start of run 1 to run down, the previous control step P
153 (This step P153 will be described later)
Then, the value of counter CD5AS2 is in the downshift judgment period.
The value of XDSAS is 2. Downshift judgment period
The value XDSAS2 is set to 50 here. Then, in the next step P151, CD5AS2 is set to O.
CD5AS2 becomes O.
, pass through step P150 for 50 consecutive cycles.
count down by 50. wife
■The actual vehicle speed has increased too much. ■Actual acceleration is a predetermined value
higher than ■The gear stage is 4th gear. ■Almost minimum at current engine speed
outputs torque. ■Engine speed after downshift
The number of rotations does not exceed the specified value. These conditions are 50 times
Only by continuing for the duration of the control cycle, C
D5AS2 becomes O. This downshift control
is 20I! Since it is interrupt control for each Is, control is performed 50 times.
The cycle period corresponds to 1 second. And if CD5AS2 is not O, still.
Proceed to step P154 without downshifting,
When CD5AS2 becomes 0, proceed to step P152.
Then perform downshift 1~. In step P152, the shift control means 106 changes to shift 1.
Therefore, instruct a downshift from 4th gear to 3rd gear.
and prohibits upshift 1-. This prohibition of upshifts is due to;
Set the foot prohibition flag F L G 34 to F L G 34.
≠0. After performing downshift 1- in this way, the following steps
I), L53, second counter for downshift determination
Downshift preset as value of CD5AS 2
Substitute the value XDSAS2 for the determination period. Note that step P142. P143. P144゜P14
7 or P149, the conditions to perform downshift 1- are met.
If you decide not to do so (in the case of No route),
In both control cycles, this step I” 153
, CD5AS2(7) value is reset to XDSAS2. Also, step PL/1.2. P143. PL44゜1
) l 47 and P149, the conditions for downshifting
If all conditions continue to be met, step P15
The countdown at 0 will cause CD5AS2 to reach O.
In the meantime, jump over this step P153 and directly execute the step P153.
Proceed to step P154. In step P154, upshifting is currently prohibited.
It is determined whether or not. The current or subsequent control cycle
This state is achieved by prohibiting upshift 1- in step P152.
If it continues, proceed to Step I] 155 and upload
Control is performed to cancel the prohibition of shifting. upsi
If the lift prohibition has been canceled, proceed to step P164.
proceed and complete downshift control on downhill slopes. In step P155, after downshift 1~, the current car
The vehicle speed comparison test is whether the speed VA approaches the target vehicle speed vs.
It is determined by the determination means 102. Here, this judgment
As the current vehicle speed VA approaches L speed ■S, which is 11,
Is the difference within the predetermined value ki, (=1.01al)?
In other words, it depends on whether VA-VS≧k 10 or not.
Let's go. The current vehicle speed VA is approaching the target vehicle speed VS.
If so, proceed to the next step P156 and change the gear position according to the gear position.
control to cancel the prohibition of shift 1~, but the target vehicle speed
If it is not close to , proceed to step P164 and pitch
Finish downshift control at the time. To cancel the upshift prohibition, upshift from 3rd gear to 4th gear.
Since the l-prohibition flag FLG34 is in effect,
If it is currently in 3rd gear, the prohibition flag l"L G 343 is
FLG34≠0. Therefore, in step P156, the current gear position of the transmission is
It is determined whether or not it is in 3rd gear, and if it is currently in 3rd gear, the step
Proceed to step P157. Also, if it is not 3rd gear (1st gear, 2nd gear)
(speed or 4th speed), it is necessary to cancel the prohibition of upshift 1~
Instead, proceed to step P164 and check the downshift at the time of pitching.
Finish the foot control. Proceeding to step P157, the gear stage is changed from 3rd gear to 4th gear.
Calculate the engine speed D RP M 34 when
Ru. Then, in the following step P, 158, this engine
One-dimensional Matsubu using the engine rotation speed DRPM34 as a parameter
# Engine speed D RP based on M T ORN
Minimum output after upshift 1 to M34
Determine torque TORMIN. Next, the process proceeds to step P159, where the minimum torque T is determined. Amplifier based on RMIN and each gear ratio of 4th speed and 3rd speed
Calculate the drive torque T ORUP after shifting
. In the following step P160, the current engine torque 'I
'E M is 1~ calculated in step 1) L 59
Torque ratio to determine whether the live shaft torque is greater than or equal to TORUP
The determination is made by the comparison determination means 104. current engine
The only reason that LukrEM is currently different from TORUP is that
It is still generating almost the minimum torque, and the
The shift prohibition cannot be canceled yet, and the process advances to P164. the current
The engine!・RUKU”T’EM is TORUP
If it is above, it can be determined that there is some margin on the lower limit side of l.
, After upshifting, the curse drive shaft output is 1 Herc.
Assuming that a small value of 1 ~ ruku can be obtained, step P16
The process advances to step 1 and enters the determination period for canceling the upshift prohibition. In step P161-, the second shifter for determination is sent to upshift 1.
Start countdown on counter CUSAS2. mosquito
At the start of countdown, step P1 of the previous control
64 (This step P I G 4 will be described later.
), the value of counter CUSAS2 becomes downshift 1-size.
The period value is 2. Dow
The value XUSAS2 of the shift judgment period is set to 5 here.
Ru. Then, in the next step P162, CUSAS2 becomes 0.
CUSAS2 becomes O.
To do this, step P16] is passed through 5 cycles in a row.
Must be counted down by 5. In other words,
■While upshifting is prohibited, ■actual speed approaches target speed.
, ■The gear stage is 3rd speed, and ■The current output torque of the engine is
The state in which there is a margin on the lower limit side is the state in which the
By continuing for a period of time, CUSAS2 becomes 0.
It is. In particular, ensure that the specified torque is achieved after the first upshift.
The condition for obtaining the current engine output torque is
There is plenty of room on the lower limit side at the corresponding rotation speed, so it is possible to upshift.
1-luk smaller than the current drive shaft output 1-luke after
can be output for a certain period of time (here, 5 control cycles).
(cycle) or more. In addition, this down
Shift control is interrupt control every 2On+s, so 5 times
The period of the control cycle corresponds to 0.1 seconds. Step P] 62, CUSAS2 must be set to O.
If so, after completing the downshift control for this downhill slope,
After a predetermined time (2Qms), the process proceeds to the next control cycle. one
On the other hand, if CU S A S 2 is O, the step
Proceeding to step P163, the shift change control means 106
Disable upshift by canceling upshift prohibition flag etc.
Cancel the stop. In addition, canceling the upshift prohibition flag
, set the upshift prohibition flag FLG34 to O.
It is. After canceling the downshift prohibition in this way, continue
In step P164, the second counter for upshift determination
Preset downshift as the value of CUSAS2
Substitute the value XUSAS2 for the determination period. Note that step P154. P155. P156 or P1
60, it is judged that there is no need to release the downshift prohibition.
(in case of No. I), which control service
In this step P164, CUSAS2
Reset the value to X (, J S A S 2. Also, step P154.P155.P156 and P
It is necessary to cancel the downshift prohibition with I E; O.
If the condition where it is determined that there is continues continues, step P l 6
] CUSAS2 becomes O due to Kakaran 1 headdown.
This step P164 is skipped until the predetermined
After time (20 mg) proceed to the next control cycle. In this way, when climbing or going downhill, the engine
When it is not possible to maintain the vehicle speed with control alone, the automatic transmission
32 downshift 1 ~ Add control to engine control and perform
Now. Regarding downshift control when going downhill,
Same as when pitching, downshift from 4th gear to 3rd gear and 3rd gear
→Two types of downshift systems: downshift 1- to 2nd gear
You may also choose to exercise control. This is shown in Figure 28 (ni), but this
In Figure 28 (iii), the same symbol symbols as in Figure 28 (n) are used.
) indicates the same control content.
ing. The downshift control when going downhill in this case is shown in Figure 28 (
As shown in iii), in step I) l 44, the current
If it is determined that the engine is not decelerating, the engine will continue to be controlled.
There is no chance that the actual vehicle speed will approach the target vehicle speed even if you control the vehicle.
Therefore, a 1-shift of the transmission is required. Therefore, in step P145, it is determined whether the current speed is 4th or not.
At step P165, it is determined whether or not the gear is currently in 3rd gear.
. If it is currently in 4th gear, go from 4th gear to 3rd gear in step P146.
The current engine speed DRPM43 after downshifting is
Engine speed 1) Calculated based on RPM, current
If it is 3rd gear, downshift from 3rd gear to 2nd gear in step P166.
The engine speed after shift 1 DRP M 32
Calculated based on the current engine rotation speed DRPM. In step P146, the engine speed after downshifting is
After calculating DRPM43, in the following step P147,
This engine rotation speed DRPM43 is the predetermined rotation speed XDR
Whether it is smaller than PM5 (e.g. 3500 ppm)
be judged. Also, in step P166, downshift
The subsequent engine speed I') RP M 32 was calculated.
In this case, in the following step P167, this engine speed
D RP M, 32 is the predetermined rotation speed XDR)) M6 (
For example, it is determined whether or not it is smaller than 3500 ppm).
Ru. And engine speed DRPM34 or DRPM32
is the specified rotation speed XDRPM5 or XDRPM6 or more
If so, they are not subject to downshift control, and each
Then, the process proceeds to step P153, where the engine rotation speed DRPM3 is set.
4 or DRPM32 is the predetermined rotation speed
If smaller than DRPM6, step P14 respectively.
Proceed to step 8. In addition, in the subsequent step P152', the 4th gear
→ Downshift to 3rd gear or downshift from 3rd gear to 2nd gear
Instructs to shift and prohibits upshifts. This a
Prohibition of amplifier shift means prohibition of amplifier shift from 3rd gear to 4th gear.
Flag FLG34. Set FLG34≠0 or upshift from 2nd gear to 3rd gear
The prohibition flag FLG23 is set to FLG34#0. In this way, downshift from 4th gear to 3rd gear and 3rd gear →
Two types of downshift 1-control with downshift to 2nd gear
If you have done this, the prohibition on upshifting will be lifted.
Also, upshift prohibition flag from 2nd gear to 3rd gear FLG23
, or upshift prohibition flag FLG from 3rd gear to 4th gear
34 will be changed. Therefore, first of all, what is currently prohibited?
It is necessary to determine whether the stop flag is working. Therefore, in step P156, the gear position of the transmission is currently set to 3.
It is determined whether or not the speed is the same, and in step P168 the speed is changed.
It is determined whether the gear position of the aircraft is currently in second gear. the current
If it is 3rd gear, the process advances to step P157 and the current gear is 2nd gear.
If so, proceed to step P169. Also, it doesn't have to be either.
(in case of 1st or 4th gear), the prohibition of upshifts is lifted.
There is no need to remove the
The first downshift control is completed. Proceeding to step P157, the gear stage is changed from 3rd gear to 4th gear.
Calculate the engine rotation speed DRPM34 when the So
Then, in the following step P158, this engine rotation speed D
One-dimensional Matsubu #MTOR using RPM34 as a parameter
Based on MN, at engine speed DRPM34,
Minimum torque that can be output after shift 1 - TORMIN
Determine. Next, the process proceeds to step P159, where the minimum torque r is determined. Up based on RMIN and each gear ratio of 4th and 3rd gear
Calculate the drive shaft torque TORUr' after shifting
. On the other hand, when proceeding to step )) 169, the gear is changed to 2nd or
Engine speed when changing from to 3rd gear D Rl) M23
Calculate. Then, in the following step P170, this
A one-dimensional map using the engine rotation speed DRPM23 as a parameter.
Engine speed DRPM based on knob #MTORMN
Minimum torque T that can be output after upshifting in 23
Determine ORMIN. Next, proceed to step P171.
, minimum torque TORMIN and each gear ratio of 3rd speed and 2nd speed
Drive shaft torque after upshift 1 based on TOR
Calculate UP. Upshift in step P159 or step P171
After calculating the drive shaft torque TORUP after
Proceed to step P160. The following is controlled almost in the same way as the case shown in Figure 28 (i).
can proceed, but upshifting is prohibited at step P163.
To cancel the stop flag, etc., use the upshift prohibition flag FLG.
23 is set to O, or FLG34 is set to O. As described above, downshift control when going downhill is performed in 2 steps.
By providing different types, the engine characteristics of the vehicle and the automatic transmission 3
Depending on the characteristics of 2, etc., downshifting may be performed more appropriately.
It's possible. In addition, after changing the shift from 4th gear to 3rd gear,
, when changing the shift from 3rd gear to 2nd gear, the judgment time is
Extends from 1 second to 3 seconds, and from shift 1 to immediately after change (in this case)
(immediately after the shift change from 4th gear to 3rd gear), the driving condition of the vehicle changes.
Wait until it stabilizes, then make the next shift change from 3rd gear to 2nd gear.
It is desirable to do so. In this case, downshift
The determination counter CD5AS may be set to 150. Also, after changing the shift from 52nd speed to 3rd speed,
. Similar control is applied when changing the shift from 3rd to 4th gear.
It is desirable to do so. Next, apply engine braking to quickly decelerate.
The downshift control will be explained below. The content of this control is shown in flowchart 1 in FIG. 29(i).
The main control shown in Figure 29 (ii) and the flowchart in Figure 29 (ii)
This method consists of the 20 ms timer interrupt control shown in the figure below.
In-control is also performed periodically at predetermined time intervals. Na
In the downshift control, the gear is set to engine brake.
When the gear is set to a high speed gear (3rd or 4th gear) where the effect is weak
go to First, the main control is performed using a 20m5 timer interrupt.
To explain the control shown in Figure 29 (i), this
In the control, in step Q121, braking is currently in progress.
Whether there is or not depends on whether the brake switch 16 is on or off.
If you are not braking, check the counter.
A Direct CD S [3RK is not counted down. If braking is currently in progress, step Q ], 22
Proceed to and create a one-dimensional map using the current acceleration DVA as a parameter.
Karan 1-down amount DCRI3 from Tsupu #MDCRBK
Determine RK. In the following step Q123, the braking time counter is
Count down the data value CD5BRK [DCRI3RK
decrease. Then, in the following step Q124, the braking time
Whether the counter value CD S B RK is smaller than 0 or not
is determined, and the counter value CD5BRK is smaller than 0.
Then, in the following step Q125, the counter value CD5BRK
Set to O. Therefore, compared to the braking time counter value CD5BRK,
If the countdown amount D CRB RK is large, the countdown amount will be small.
The counter value CD5BRK changes in a short time after a control cycle
0, and the braking time counter value becomes CD5BRK.
In comparison, the smaller the countdown amount DCRBRK, the more
The counter value CI) S
BRK becomes 0. Note that the one-dimensional map #MDCRBK is 1, for example, Fig. 30.
The current acceleration DVA (m/s”) is as shown in
Set countdown ff1DcRB RK according to
are doing. Here, the current acceleration DMA is -3 (m/s”
), the countdown ff1DcRBRK is 0
, and the current acceleration DVA is -3 (m/s") or less
When it becomes, countdown MD according to the magnitude of acceleration
CRB RK is given. Therefore, with gentle braking with a deceleration of 3 (m/s) or less,
does not count down and the deceleration is 3 (II+/3
2) For sudden braking greater than 2), depending on the magnitude of the deceleration,
, The more sudden the braking, the more the car runs down.
BRK is given to the big one. In other words, if sudden braking is performed continuously for a certain period of time, the
Count down lit D CR13RK becomes 0,
In particular, the stronger the braking, the faster the countdown.
The amount DCRBRK becomes O. Here, the main control shown in FIG. 29(i) will be explained.
, First, in step Q101, it is determined whether braking is currently in progress.
It is determined whether the brake switch 16 is turned on or off.
If the connection is disconnected and braking is not currently in progress, the current gear shift
Reset the braking time counter depending on the stage
. In other words, the process advances to step Q102 and the current gear is set to 3.
It is determined whether or not the gear is set to 3rd gear. Proceed to step Q103 and check the braking time counter.
Set the value CD5BRK to the initial value (3rd gear braking time counter).
amount) reset to #XCBRK3. Must be 3rd speed
If so, proceed to step Q104 and set the current gear to 4th gear.
If it is 4th gear, the step
Proceed to step Q105 and check the value C of the braking time counter.
D5BRK to initial value (4th gear braking time count amount)
) #Reset to XCBRK4. Other gears (
1st or 2nd speed), the braking time counter value C
D5BRK is not reset. On the other hand, in step Q101, braking is currently in progress.
If it is determined that
Is the value CD5BRK of the running time counter set to 0?
It is determined whether or not. This braking time counter value CD5BRK is
If raking is in progress, follow the flowchart in Figure 29 (ii).
It is counted down by the 20m5 timer interrupt control shown in the figure below.
and the counter value CDSBRK is O.
, when braking suddenly and the engine brake should be applied more effectively.
However, in the case of a high-speed stage, the downshift is as follows.
Perform f1- and vine. On the other hand, the counter value CI) S
If B RK is not O, finish the current control and start next time.
If the counter value CD S B RK becomes 0 under the control of
, can perform a downshift. In other words, in step Q107, the current gear position is set to 3rd gear.
If it is 3rd gear, the step
If you proceed to step Q108 and change the gear from 3rd to 2nd
Calculate the engine speed DRI) M32 in the same manner as above.
Calculate. Furthermore, in the following step Q109, this engine
R2M32 is the specified rotation speed XI)RI)M
, 11 (for example, 5500 ppm)
Is it determined by the engine rotation speed comparison and determination means 105?
be done. Then, the engine rotation speed D RP M 32 reaches a predetermined number.
If not smaller than rotation number XDRPMII, downshift
Not subject to control. In this case, the following
In the control cycle, deceleration due to depressing the brake pedal 28 causes
Wait for the engine rotation speed DRPM to decrease.
Ru. On the other hand, the engine rotation speed D RPM 32 is the predetermined rotation speed.
If it is smaller than XDRPMII, go to step Q110.
Go ahead and downshift. In step Q11-0, the shift change control means 106
Instructs to downshift 1 from 3rd gear to 2nd gear.
Show. As a result, the automatic transmission 32 is in the third gear position.
→Downshift to 2nd gear!・It will be implemented. Meanwhile, in step Q107, the current gear position is set to 3rd gear.
It is determined that the
If it is determined that the speed is high, the process advances to step Q112.
Engine speed D when changing gear from 4th to 3rd gear
Calculate RPM 43 as before. Furthermore, continuation
Step Q] 13, this engine rotation speed DRPM4
3 is the predetermined rotation speed XDRi) M12 (for example, 5500p
The comparison judgment of engine speed is whether it is smaller than pm).
The determination is made by the means 105. Then, the engine rotation speed D RI3 M 43 is set to a predetermined value.
Rotation speed X I) RI) Must be smaller than M l 2
If so, it is not subject to downshift 1-control. in this case
, the brake pedal 28 is activated in a later control cycle.
Engine speed DRP M decreases due to deceleration due to depressing the pedal.
I'll have to wait for it to arrive. On the other hand, the engine rotation speed DRPM43 is set to the predetermined rotation speed
DRL) If smaller than M12, step Q1
Proceed to step 14 and change the gear from 4th gear to 3rd gear in this control cycle.
After downshifting, gear changes will occur in subsequent control cycles.
In order to be able to downshift from 3rd gear to 2nd gear,
Set the braking time counter value CD5BRK to the initial value (
When braking in 3rd gear] Amount to river counter 1) ttXcBRK
Reset to 3. In the following step Q115, the shift change control means 106
Therefore, instruct a downshift from 4th gear to 3rd gear.
Ru. As a result, the automatic transmission 32 changes from 4th gear to 3rd gear.
A downshift to high speed is performed. In this way, sudden braking where the degree of deceleration is greater than a certain level can be achieved.
Sometimes downshifting from 4th gear to 3rd gear or from 4th gear to 3rd gear.
A downshift is performed and engine braking is applied.
It is possible to accelerate the deceleration of the vehicle while
. Also, depending on the degree of sudden braking, the downshift may occur after braking starts.
The time it takes to perform a brake differs, and the more abruptly the braking is done, the more
Hurry up and downshift. This concludes the explanation of the control details of the automatic transmission 32. At this point, shift the automatic transmission 32 to upshift 1.
We will explain the control to reduce the stress. In other words, normally when the automatic transmission 32 changes gears, its output is
Changes in shaft torque cause shift shock.
However, especially when the gear shift is completed, the output of automatic transmission; 32
Shift shock caused by a sudden decrease in shaft torque
is large. This gear shift shock reduction control is detected by the gear position detection section 23.
Based on the output information, the engine control unit 25 performs
, from the start to the completion of upshift 1~
In the meantime, the throttle opening of the engine 13 is temporarily reduced.
By causing the output shaft i of the automatic transmission 32 to
by suppressing the shock that tends to occur when shifting gears.
It is something. This shift shock reduction control is performed in FIGS. 31(i) to (iv).
) as shown in the flowchart.
Mainly upshift 1 from 1st gear to 2nd gear as shown in Figure (i)
Shock reduction control at ~ time and Figure 31 (it)
Shock during upshift from 2nd to 3rd gear as shown in
from 3rd to 4th speed shown in Figure 31 (iii).
Shock reduction control when upshifting to
, these controls are performed continuously in one control cycle.
Ru. Note that these controls include the steps shown in Figure 31 (iv).
The time count value of the 5 ms interrupt control is used. This control first begins with a step as shown in FIG. 31(j).
At step 5lot, it is determined whether or not the gear is currently being shifted.
If the gear is not currently being shifted, this shock reduction control will be completed.
, if the gear is currently being shifted, proceed to step S ], 02.
It is determined whether an upshift command is currently being issued.
be done. And unless you are currently on an upshift command. After completing the shock reduction control during upshift, the current
If a top shift command is being issued, the process advances to step 5103. In the following step SJ O3, this upshift 1 is commanded.
Whether or not is a command to upshift 1 from 1st gear to 2nd gear
be judged. Must be an amplifier shift command from 1st to 2nd gear.
If so, it is another upshift command, so FIG.
Proceed to step 8131 shown in i). On the other hand, if it is an upshift command from 1st gear to 2nd gear, this
The shock when upshifting from 1st to 2nd gear corresponds to this.
Performs risk reduction control. In other words, proceed to the following step 5104 and kick down.
Whether the switch (K/D SW) is currently in the off state
will be judged. If it is not currently off, this update will
The shock reduction control during shift has finished and is currently in the off state.
If so, proceed to step 5105. In step 5105, the kickdown switch is set to /DS.
W is currently being switched from on to off in this control cycle.
It is determined whether or not it is in the off state. That is, the previous
The key is pressed by depressing the accelerator pedal 27 until the control cycle.
A backup down operation is being performed and the activation is not completed in this control cycle.
Decrease the amount of depression of the cell pedal 27 and shift to 2nd gear again.
It is determined whether or not a shift was attempted. /DSW) on the kickdown switch in this control cycle.
If the switch is off, proceed to step 8106;
If switching is not possible in this control cycle, step 5
Proceed to 109. Proceeding to step 8106, the base torque SFT at the time of shifting
The current engine output torque TEM is given as EM. gear shift
What is time base torque SFTEM? Torque at the start of the command for shifting (in this case, upshift)
It is. Then, in the following step 5107, the throttle opening f)
Using the current value of TH, PPG3, as a parameter, calculate the K/D speed.
Throttle closing time relative to switch off (switch off)
Time until throttle closing starts)TS)IUT,
Based on the one-dimensional map #MSIIT12 shown in Figure 33
to be determined. This 'I' S I(UT value is
The larger the roll opening degree I) PG 8, the smaller it is.
It is set. In addition, there is a brake on the kickdown drum (K/D drum).
The amount of hydraulic pressure to be applied is controlled by the automatic transmission 32.
(for example, 101) in response to the throttle opening fJTI+.
Since it is mapped as follows, the throttle opening OTl+
Accordingly, the hydraulic pressure that applies the brake to the K/D drum is adjusted accordingly.
controlled. Therefore, after turning off the K/D switch,
The time it takes to start reducing the rotational speed of the /D drum is also
Determined according to throttle opening arH (PPG8)
It is. Then, in the following step 8108, timer C3F'r
Reset the value of C3FT to 0 and start the count of timer C3FT.
Start. The count of this timer C3FT is as shown in Fig. 31 (iv).
5ms timer interrupt control as shown in FIG. First, in step 5121, timer C3FT is in a stopped state.
It is determined whether the state is FF, and the stopped state F is determined.
If F, I', stop state FF+(
If not, count. Therefore, step
When the value of timer C5FT is reset to 0 at 5108,
, starts counting in step 5122 from this point.
Thus, the value of C3FT increases every 51 us. On the other hand, the /DSW on the kickdown switch is the previous control.
If it is turned off at the control cycle, step 5105
Then, proceed to step 5109. The value of timer C3FT is the throttle closing time T S HUT
It is determined whether or not this has been achieved. And C3FT
If TSHUT has not been reached, proceed to step 5110.
If C3FT reaches T SHU T, step
Proceed to step 5113. In addition, the kickdown switch/DSW is switched off.
If it is, step 512 shown in FIG. 31(iv)
Timer C3FT starts counting at 2, but this
The off state continues and the value of timer C3FT is throttled.
Until the closing time TSHUT is reached, step SIO or
Proceed to step 5L10 and officially close the throttle.
As a pre-stage to control the throttle valve 31,
The value of timer C3FT is controlled to close in the slot.
When the torque closing time TSHUT is reached, step 5113
Proceed to the side and formally control the throttle closing movement. Proceeding to step 5110, the rotation speed KD of the K/D drum
Calculate RPMI from output shaft rotation speed VSRPM2. child
The rotation speed KDRPMI is the rotation of the /D drum during gear shifting.
This rotation speed KDRPMI is the number of revolutions KDRPMI of VSRPM2.
It can be calculated by multiplying the value by a predetermined gear ratio. In addition, this
In step 5110, the current N/D drum rotation speed is detected.
Extract (or calculate) this curse/D drum rotation speed K D
RI) M may be given as the value of KDRPMI. Subsequently, in step 5111, the K/D drum rotation speed KD
/D drive for throttle return using RPMI as a parameter
The ram rotation speed RTNRPM is calculated using the one-dimensional pine tree shown in Figure 34.
Determine from step #MRTN12. In addition, throttle return
/D drum rotation speed RT N RI) M is the slot
When returning the torque valve 31 to its original position /D drum rotation speed
Yes, as shown in Figure 34, the value of KDRPMI is constant.
The range increases proportionally to KDRPMI. Also, setting RTNRPM in this way is, for example,
Introduction/When the D drum rotation speed KDRPMI is high
, upon throttle return /D drum rotation speed R'11' N
If the RPM setting value is not set high, it will take a long time.
For such a shift up operation, the throttle valve 31 is closed.
This is because the shock reduction operation due to the movement is delayed. Then, in the next step 5112, the target engine output 1
- obtained in step 8106 as the value of TOM
Give the base torque SFTEM during gear shifting, and step 51
Proceed to step 17. In this way, the base torque SFTE during shifting
This is why M is set as the target engine output torque TOM.
The throttle valve 31 can be slightly closed, and the throttle valve 31 can be closed slightly.
31, the opening degree at the start of the closing movement is
Because it is small, the closing movement can be completed quickly and the control speed can be increased.
This is for the purpose of In addition, when shifting the base torque SFTEM
Even if the throttle valve 31 is closed to the desired throttle opening,
There is no change in the output torque and there is no problem in stable torque control.
There isn't. On the other hand, the value of timer CS F T is the throttle closing time TS.
When the HUT is reached, the process advances to step 5113 and the actual
/D drum rotation speed KDRPM due to throttle return /D drum
Determines whether the ram rotation speed has fallen below RTNRPM.
be done. When upshift 1~ from 1st gear to 2nd gear starts, the throttle
With the closing movement of the torque valve 31, the rotation speed of the /D drum KDR
PM starts to decrease, but this value KDRPM becomes RTNR
If the temperature drops to below PM, the system should be
After completing the shock reduction control, close the throttle 0T11.
The opening degree is set as indicated by the accelerator, etc. (normally indicated opening degree). one
However, KDRPM must not fall below RTNRPM.
If so, the rotation speed KDRPM of the K/D driver 11 still decreases.
is insufficient, step 5114 and further step
Proceeding to step 5115, the temporary closing of the throttle valve 31 is performed.
Set the correction torque 'rcm, 1'c2 that determines the amount of movement.
Ru. In step 5114, the throttle valve begins to close.
In other words, the timer C3FT and slot at the time of gear change.
Difference from the closing time T S OUT (CSF 'r −'
I' S HU T ) as a parameter, Fig. 35
From the one-dimensional map #MTIM12 shown in
Determine rc1. This correction torque Tc1 includes 1-ru
It is said to improve the driving feeling of the vehicle when the engine changes.
It has the connotation of ``seasoning of the so-called rl-ruk change''. In the following step 5115, /D before closing the throttle.
Drum rotation speed K D RP M 1 as a parameter
, one-dimensional map shown in Fig. 36 #M RF) M12?
Then, the correction torque Tc2 is determined. Furthermore, as shown in Fig. 36,
As shown in the one-dimensional map #MRPM12, the correction torque T
c, before throttle closing/D drum rotation speed KDRP
The higher the MI, the larger it is set, but this
The higher the K/D drum rotation speed KDRPMI, the higher the engine speed.
It is predicted that the engine will be in a high rotation and high output state, and the system during gear shifting will be
In order to suppress the shock, the higher the KDRPMI, the higher the KDRPMI. This is because there is no effect unless the correction torque Tc2 is increased.
be. Furthermore, in step 8116, the target engine output torque T
The OM value is compensated from the base torque SFTEM during shifting.
Positive torque Tc1. Value excluding Ta2 (S F T E
M-Tc x Tc2), step
Proceed to 5117. In step 5117, the current engine speed I) RPM
and target torque TOM as parameters, two-dimensional pine
Determine the target throttle opening CPTO from step #ACTRTH.
decide. In the following step 8118, the current engine speed D RP
One-dimensional map #'r14 C with M as a parameter
Determine the maximum throttle opening THM A X from L P.
Set. Maximum throttle opening TI (MAX)
There is no change in torque even if you apply the throttle longer than that.
This is the opening degree determined by the engine speed.
It is. In the next step 5119, the maximum throttle opening T"
HM A
It is determined whether THM A
If p is not less than rG, in step 5117
Adopting the determined throttle opening CL) TG
The shock reduction control will be completed during this upshift, but '
If I' If M A X is smaller than CPTG,
Proceeding to step 5120, THM A
Maximum throttle opening as throttle opening CP TO
]゛1 (Give MΔX, and set the current upshift shock
Finish the risk reduction control. Here, when upshifting from 1st to 2nd gear like this,
Throttle valve 31 during seek reduction control. Ta
Imma C3FT, /I) Drum rotation speed. K/D switch status and torque converter 32 output
Changes in shaft torque can be measured using the time charts shown in Fig. 32 (i) to (■).
Explain according to the chart. At time tA, is the kickdown switch /DSW on?
It will turn off. In other words, going from 1st gear to 2nd gear
When a shift command is issued [see Figure 32 (ii)],
First of all, when changing gears, base 1~lux S F T E M
and determines the throttle closing time TSHUT.
, reset timer CS F 'I' to 0 and start counting.
start [see Figure 32(i)]. In the control cycle that follows, the base 1 is
- Throttle valve 3 with Ruri SFTEM as the target torque.
1 slightly closed [see FIG. 32(i)]. like this
By performing a preliminary operation, the throttle valve 31 can be officially opened.
When closing, complete the closing movement more quickly after starting the closing movement.
control speed can be increased. Perform this preliminary operation
However, there is no problem in terms of torque stability. At shift 1 start time 7B, the value of timer C3FT is
When the throttle closing time T S HUT is reached, throttle
The valve 31 is officially closed [see FIG. 32(i)]. this
At the same time, the K/D drum rotation speed KDRPM also started to decrease.
do. Then, while keeping the throttle valve 31 in the closed state,
, Curse/D drum rotation speed K D RI) M. To throttle return/D drum rotation speed RT N RP M
At time 1c when the opening degree of the throttle valve 31 has decreased to
1. Control the normal opening according to the opening instructed by the accelerator, etc.
Let's do it. As a result, the throttle opening degree OT11 is changed from the original
It returns to the opening position. As a result, as shown in Fig. 32 (in), automatic transmission
Fluctuations in the output shaft torque of the machine 32 are controlled by shock reduction control.
This is a small amount compared to the case where there is no shift, especially when the gear shift is completed.
at the time of termination. A sudden decrease in the output shaft torque of the automatic transmission 32
reduced. This reduces gear shift shock.
It is. By the way, in step 5103 of FIG. 31(i)
, it is said that it is not an upshift 1~ command from 1st gear to 2nd gear.
and upshift from 2nd speed to 3rd speed as shown in Figure 31(]ii)
Shock reduction control when lifting or Figure 31 (iii)
Shock reduction when upshifting from 3rd to 4th gear as shown in
Control takes place. That is, in step 5103 of FIG. 31(i),
It was determined that it was not an upshift command from 1st to 2nd gear, and the
Proceed to step 5131 shown in Fig. 31 (ii) and select 2nd gear or
When it is determined that this is an upshift command to 3rd gear, the
Shock reduction control is performed when upshifting from 1st to 3rd gear.
I can do it. In this case, first, proceed to step 5132 to check the previous control.
At the same time, it is determined whether or not the gear was being shifted.
If shifting is in progress for the first time, proceed to step 5133.
If the gear has been changed since the last time, step 81
Proceed to 36. In step 5133, step 8 of FIG.
Similar to 106, base 1 to lux SFT EM when changing gears
The current engine output torque T EM is given as . Then, in the following step 5134, the step in FIG. 31(i)
Similar to step 5107, the current throttle opening P I)
Using G8 as a parameter, slots 1 to 1 closing time TSH
UT to the one-dimensional map #MSHT23 shown in Figure 33.
Decide based on. Next, in step 5135, step 5135 of FIG. 31(i) is performed.
Similarly to step 8108, reset the value of timer C3FT to O.
Then, timer C5FT starts counting. The count of this timer CS F T is also calculated according to FIG. 31 (iv
) is performed under 5ms timer interrupt control as shown in FIG. On the other hand, since the gear was being changed last time, the process goes to step 8136.
If it advances, the value of timer c S F ”r is the throttle
It is determined whether the closing time T SHU T has been reached.
Ru. If C3FT has reached TSI (UT), the step
Proceeds to step 5137 and confirms that C3FT has reached TSHUT.
If not, the process advances to step 5140. Proceeding to step 5137, the step of FIG. 31(i)
Similar to 5110, the rotation speed of the K/D drum K D RP
Calculate M2 from the output shaft rotation speed VSR))
Calculate. This rotational speed K D RP M 2 is
/D drum rotation speed, this rotation speed KDRPM2
is calculated by multiplying the value of VSRPM2 by the specified gear ratio.
I can get it out. Note that, also here, step 5137 is
The current K/D drum rotation speed is detected and the current K/D drum rotation speed is detected.
Let the ram rotational speed KDRPM be the value of KDRI) M2.
You can also give it to someone. Next, in step 8138, the step of FIG. 31(i)
Similar to 5111, throttle return K/D drum rotation
number RTNRPM, K/D drum rotation number KDRPM2
As a parameter, the one-dimensional map #MR shown in FIG.
Determined from TN23. Then, in the next step 5139, the target engine output
As the value of torque TOM, the base torque during shifting S F T
Give E M and go to step 5117 in FIG. 31(i).
move on. Meanwhile, in step 8136, the value of timer C3FT is
It is assumed that the throttle close time TSHUT has been reached and the step
Proceeding to 5140, at this step 5140, /D
The drum rotation speed KDRPM increases and the throttle returns/
It is judged whether the D drum rotation speed has reached RTNRPM or not.
It will be done. When an upshift from 2nd to 3rd gear is initiated, the slot
With the closing of the torque valve 31, the rotation speed of the /D drum KDRP
M starts to rise, but this value KDRPM rises and R
If the TNRPM has been reached, the current upshift system will be
After completing the shock reduction control, the throttle opening is set to 0TI.
The opening degree is set as indicated by the accelerator, etc. (normally indicated opening degree). On the other hand, K D RP M is larger than RT N RP M
If it has not become louder, the rotation speed K of the K/D drum is still high.
If the increase in DRPM is insufficient, step S],
Proceeding to step 41, the above-mentioned temporary adjustment of the throttle valve 31 is performed.
Correction torque Tc that determines the amount of closing movement. 'Set rc2. In step 5141, the throttle valve starts to close.
In other words, the time since shift timer C81? T toss
Difference from T S i-I U T (CSF
With T −T S I (UT) as a parameter,
From the one-dimensional map #MTIM23 shown in Fig. 35, the correction
Determine torque Tcm. This correction torque Tc is as follows:
As mentioned above, the driving feeling of the vehicle when the torque changes
It has the meaning of improving. In the following step 5142, /D before closing the throttle.
Using the drum rotation speed KDRPM2 as a parameter, the 36th
Correction from the one-dimensional map #M RP M2S shown in the figure
Determine the torque Tc. In addition. Like the one-dimensional map #MRPM23 shown in Fig. 36,
Before closing the throttle, the /D drum rotation speed KDRPM2 is
The higher the value, the larger the correction 1-lux Tc2 is set.
As mentioned above, the reason for this is to ensure that the shock during gear shifting is
This is to suppress it. Furthermore, in step 5143, the target engine output torque T
The OM value is compensated from the base torque SFTEM during shifting.
Positive torque Tc1. Value excluding Tc2 (SFTEM-Tc
, -Tc, ), step 51 in FIG. 31(i)
Proceed to step 17. Then, as described above, set the target throttle opening CPTG.
In step 8118, the current engine speed D is determined.
Maximum throttle opening T H using RPM as a parameter
Determine MAX. Furthermore, in the next step 5119, the maximum throttle opening
THMAX is smaller than the target throttle opening CPTG
It is determined whether THM A
If it is not smaller, the target slot determined in step 5l17
Adopts CPTO opening, and THMAX is smaller than CPTO.
If the THMA is also small, proceed to step 5120 and
X is the target throttle opening CI) T G is the maximum throttle
By giving the throttle opening 'rI-I M A
Finishes shock reduction control during top shift. This kind of upshift from 2nd gear to 3rd gear
Throttle valve 31° timer C3 during torque reduction control
FT, N/D drum rotation speed, and torque converter 32
Figures 32 (iv) to (vi) show the fluctuations in the output shaft torque of
This will be explained according to the time chart. At time tA, an upshift 1-command from 2nd gear to 3rd gear is issued.
Then, first of all, the base torque SFTE during shifting
Memorize M and determine throttle closing time 'rSHtJT
At the same time, reset timer C3FT to 0 and start counting.
start. In the control cycle that follows, the base 1 is
- Set the SFTEM as the target of 1 - and throttle valve.
31 to close slightly. Due to this. As mentioned above, the throttle closing movement for shock absorption
Control speed can be increased. At shift start time tB, the value of timer C3FT is
When the throttle valve becomes T S HUT before closing, the throttle valve
31, and the K/D drum rotation speed KD.
RPM starts increasing. Then, while keeping the throttle valve 31 in the closed state,
, actually /D drum rotation speed K D RP M is slot
When the D-drum rotation speed rises to RTNRPM
At time tc, adjust the opening degree of the throttle valve 31 by pressing the accelerator or other finger.
Normal opening control is performed according to the opening degree shown. to this
Therefore, the throttle opening fllTI+ returns to the original opening.
do. As a result, even when shifting from 2nd to 3rd gear, the automatic shift
Fluctuations in the output shaft torque of the transmission 32, especially at the time of completion of the gear shift.
This reduces sudden decreases in output shaft torque. This reduces gear shift shock. Next, move from 2nd to 3rd gear as shown in Figure 31 (iii).
Explanation of shock reduction control during top shift.
do. This control is performed in step 51.03 of Figure 31(i).
It is assumed that there is no upshift command from 1st to 2nd gear.
Then, proceed to step 5131 shown in FIG. 31(ii).
Then, it was determined that there was no upshift command from 2nd to 3rd gear.
Step 515 shown in FIG. 31(iii)
1, which is an upshift command from 3rd to 4th gear.
It is carried out when it is determined that In this case, first, proceed to step 5152 to check the previous control.
At the same time, it is determined whether or not the gear was being shifted.
If shifting is in progress for the first time, proceed to step 8156.
If the shift has been in progress since the last time, proceed to step 51.
Proceed to 53. In step 5153, step 81 in FIG. 31(i)
Similar to 06, when changing gears base 1 to lux SFT EM and
to give the current engine output torque TEM. Then, in the following step 5154, the step N) in FIG.
Similarly to step 5107, the current throttle opening PPG3 is
The throttle closing time T S HU T is used as a parameter.
, based on the one-dimensional map #MSHT34 shown in FIG.
to be determined. Next, in step 5155, step 5155 of FIG. 31(i) is performed.
Similarly to step 5108, the value of timer CS F T is reset to O.
When set, timer C3FT starts counting. The count of this timer CSFT is also
) is performed using 511I3 timer interrupt control as shown in
. On the other hand, since the gear was being changed last time, the process goes to step 8156.
If the timer C3FT has advanced, the value of timer C3FT is the throttle closing time T.
It is determined whether S HUT has been reached. C3
When FT reaches T S I-I U T, so to speak, a step
Proceed to 5157 and C3FT must reach TSHUT.
If so, proceed to step 5140. Proceeding to step 5157, the step of FIG. 31(i)
S] Similarly to 10, the rotation speed of the K/D drum is KDRPM3.
is calculated from the output shaft rotational speed v S Rp M 2. child
The rotation speed KDRPM3 is the rotation of the /D drum during gear shifting.
As mentioned above, by setting the value of VSRPM2 to a predetermined pitch,
It can be calculated by multiplying by the ratio. Again, step 5
157 by detecting the current number of rotations of the drum.
QK/D drum rotation speed KDRPM is the value of KDRPM3.
You can also give it as a gift. Next, in step 8158, step 8158 of FIG. 31(i) is performed.
Similarly to 5111, the K/D drum rotation speed KDRPM3
As a parameter, throttle return /D drum rotation
The number RTNRPM is expressed as a one-dimensional map #MR shown in FIG.
Determine from TN34. Then, in the next step 5159, the target engine output
As the value of torque TOM, the base torque during shifting SFTEM
is given, and the process proceeds to step 5117 in FIG. 31(i). Meanwhile, in step 8156, the value of timer C3FT is
It is determined that the throttle close time T SHU T has been reached.
If you proceed to step 8160, this step 8160
, the /D drum rotation speed KD RP M is currently
For torque return/D drum rotation speed smaller than RTNRPM
It is determined whether or not it is. When the upshift from 3rd gear to 4th gear starts. As the throttle valve 31 closes, the rotation speed K of the /D drum increases.
DRPM starts to decrease, but this value KDRI) M
If it decreases and becomes larger than RTNRPM, the current update
After completing the shift reduction control, the throttle opening is
T11 is the opening indicated by the accelerator, etc. (the normal indicated opening
). On the other hand, K D RPM is RT N RPM
If it is not louder than the
Assuming that the increase in rotational speed KDRPM is small, step 81
61, and then proceed to step 8162 to perform the same steps as above.
In addition, a correction is made to determine the temporary closing movement amount of the throttle valve 31.
1 Herc'rc engineering, Tc, is set. That is, in step 8161, the throttle valve closes.
Time since start (i.e. timer C3FT at time of shift)
and the throttle closing time TSHUT (C8FT-TS
HUT) as a parameter, create a one-dimensional map shown in Figure 35.
From step #MTIM34, determine correction 1-ru Tc.
Ru. In the following step 8162, /D before closing the throttle.
Using the drum rotation speed KDRPM3 as a parameter, the 36th
From the one-dimensional map #MRPM34 shown in the figure, the correction torque
Determine Tc. Furthermore, in step 5163, the target engine output torque T
As the value of OM, the base torque during shifting SF 'rE M
The value obtained by removing the correction torque Tc and Tc2 from (S F T
E M −T c 1− T c , ),
The process advances to step 5117 in FIG. 31(i). Then, as described above, set the target throttle opening CPTG.
In step 8118, the current engine speed D is determined.
Maximum throttle opening THM using RPM as a parameter
Determine AX. Furthermore, in the first step 5119, the maximum throttle opening is
T I-I M A X [I JI'A throttle open
It is determined whether the degree is smaller than CPTG, and THMAX
is not smaller than CPTO, in step 5l17
Adopting the determined target throttle opening CPTO, T H
If M A X is less than CPTO, step 51
Proceed to 20, THMAX is the target throttle opening CPT
Given the maximum throttle opening THMAX as G, this time
Shock reduction control ends when upshifting. Shock when upshifting from 3rd to 4th gear like this
Throttle valve 31° timer C3F during reduction control
T, to/D drum rotation speed, and torque converter 32
The fluctuations in the output shaft torque are shown in Figure 32 (i) to 1st gear.
Almost the same as the time chart for upshifting from to 3rd gear.
I will omit the explanation, but as a result, the 3rd gear
Even when shifting from to 4th gear, the output of the automatic transmission 32
Fluctuations in shaft torque, especially output shaft 1 to
This reduces sudden loss of torque and reduces shift shock.
be. In the upshift shock reduction control described above, the slot
Timer C3FT is used to set the timing for the start of closing valve 31.
Therefore, it has been decided that the kickdown drum (K/D drum)
Detects the rotational status of the ram) and adjusts the slot accordingly.
The timing for starting the closing operation of the double valve 31 may also be determined. In this case, the shock reduction control during upshifts is
As shown in the flowcharts in Figure 31 (v) to (vii)
It is done according to the procedure. In addition, in Fig. 31 (v) to (i), Fig. 31 (
V) is mainly used when upshifting from 1st to 2nd gear.
Shock reduction control and upshift from 2nd to 3rd gear
Regarding the shock reduction control at the time of
) is a shock when upshifting from 3rd to 4th gear.
Regarding reduction control, Fig. 31 (Vii) shows each shock reduction.
Regarding the setting of the throttle opening in the control, see Figure 31.
Controls (V) to (Vii) are performed continuously in one control cycle.
(O) be done. Furthermore, regarding these controls, the 31st
Time count value of 5 ms interrupt control shown in figure (iv)
is used. In this control, as described above, the timer CS
Therefore, the timing to start closing the throttle valve 31 is determined.
If so, steps 8107 to 5109, step
5134-5136 and steps 8154-8156
Determination of throttle closing time TSHUT and timer C3F
Start counting T, and C3FT starts T S HU.
Although a step of waiting until T is required, K/
Closing and opening of the throttle valve 31 according to the rotational state of the D drum
Follow these steps when determining when to start.
becomes unnecessary. Then, steps 5109, 5136 and
and 515G, the iK/D drum rotation speed is the same as the previous one.
/Is it larger or smaller than the D drum rotation speed?/
Step 5175 of making a judgment based on the number of rotations of the D drum
, 5185 and 5195 are provided. Below, the throttle valve 3 is
The upshift shot that determines the start timing of closing movement of 1.
The following describes the block reduction control. This control begins with step-5 shown in FIG. 31(V).
At step 171, it is determined whether or not the gear is currently being changed, and whether or not the gear is currently being changed is determined.
If you are not in high speed, the shock reduction system will be applied during this upshift.
If the control is finished and the gear is currently being changed, proceed to step 5172.
Then, it is determined whether an upshift command is currently being issued.
Cut off. Then, if the upshift command is not currently in progress, the current
Upshift 1 ~ Shock reduction control has been completed and the upshift is now in progress.
If a lift command is in progress, the process advances to step 5173. In the following step S173, this upshift command is
Determines whether it is an upshift command from 1st to 2nd gear.
be done. Unless it is an upshift command from 1st gear to 2nd gear
, other upshift] command, so step 818
Proceed to step 4. On the other hand, if it is an upshift command from "speed" to "2nd speed", then this
The shock when upshifting from 1st to 2nd gear corresponds to this.
Performs risk reduction control. In other words, proceed to the following step 5174 and kick down.
Whether the switch (K/D SW) is currently in the off state
will be judged. If it is not currently off, please update it this time.
After completing the shock reduction control during shifting, f31 is turned off.
If so, proceed to step 5175. In step 5175, the current /D drum rotation speed (kick
The current rotation speed of the down drum) KDRPM is
/D It is determined whether or not the drum rotation speed is smaller than the drum rotation speed. One
Therefore, in this step, the accelerator pedal 27 has already been pressed.
Reduce the amount of pedal effort, turn off the DSW, and shift to 2nd gear again.
Although I am trying to upshift 5, as a result, K/DI < La
It is determined whether or not the engine rotational speed has stopped decreasing. If the K/D drum rotation speed has started to drop, check the
Proceed to step 8180, and the K/[] drum rotation speed will decrease.
If not, the process advances to step 8176. Proceeding to step 8176, when shifting the base 1-lux SF
As a TEM, the current engine output 1-luk T E', 4
give. What is the base torque SFTEM during shifting? Torque at the start of the command for shifting (in this case, upshift)
It is. Then, in the following step 5177, the K/D drum rotation
The rotation speed K D RP M 1 is the output shaft rotation speed V S Rl
) Calculate from M2. This rotation speed K D RI) M
l is the number of revolutions of the /D drum during gear shifting, and this time
The rotation number K D RP M 1 is determined by the value of VSRPM2.
It can be calculated by multiplying by the gear ratio. Please note that this step
In step 5177, the current /D drano, rotation speed K
Detect (or calculate) D RP M, and at this moment /D traffic
M rotation speed K D R)) M as the value of KDRPMi
It's good to give. Subsequently, in step 8178, the /D drum rotation speed KO is determined.
/D drive for throttle return using RPMI as a parameter
The ram rotational speed RT N RI) M is 1 as shown in Fig. 34.
Determine from dimensional map #MRTN12. Note that the slot
To return to torque/D drum rotation speed RTNRPM is the slot
When returning the torque valve 31 to its original position /D drum rotation speed
Yes, as shown in Figure 34, the value of KDRPMI is constant.
In range, it increases proportionally to KDRI'MI. Also, setting RTNRPM in this way is, for example,
At the beginning/D drum rotation speed K D RP M 1 is high
When the throttle returns /D drum rotation speed RTNR
If the PM setting value is not set high, it will take a long time to settle.
In response to the upshift operation, the closing movement of the throttle valve 31
This is because the shock reduction operation is delayed. Then, in the following step 5179, timer C3FT is
Reset the value to 0 and start the count of timer C5FT.
start The count of this timer C3FT is as shown in Fig. 31 (
According to the 5 ms timer interrupt control as shown in iv)
First, in step 5121, timer CS F
It is determined whether T is in the stopped state r;'F, .
and the stopped state FF1. If so, stop without counting.
If it is not '++' in the stopped state, count is performed. However,
Therefore, in step 5179, the value of timer C3FT is reset to 0.
Once set, step 5122 is started from this point.
The C3FT value increases every 5 ms.
Add. Also, the value of this timer C3FT is corrected as described below.
1 - used for determination of TCx. Then, proceed to step 5l17 shown in FIG. 31 (vii).
move on. In this step 5117, the current engine speed D
Using RPM and target torque TOM as parameters, the secondary
From original map # A CT RT H, target throttle
Determine the opening degree CPTO. In the following step 8118, the current engine speed D RI
) One-dimensional map #T1-1 with M as a parameter
CL I) to maximum throttle opening T HM A
Determine. What is maximum throttle opening 'rHM A
, even if you open the slot 1-L after that, it will change to 1-L.
The degree of opening is determined by the engine speed.
This is the value to be specified. In the next step 5119, the maximum throttle opening T I
IMAX is from the target throttle opening CPTO
It is determined whether TIIMAX is small or not, and TIIMAX is CI)
If it is not smaller than I''G, it is determined in step 5117.
Adopts 11ff throttle opening CP 'r' G.
This ends the shock reduction control during upshift. If TIIMAX is less than CP TO, step
Proceed to S, L 20, and THM A X is the target slot.
Maximum throttle opening as T O
By giving T I-IMAX, the current upshift shock
Finish the block reduction control. On the other hand, the number of rotations of the N/D drums was starting to drop and the step
Proceeding to step 8180, the /D drum rotation speed KDR
PM to throttle return/D drum rotation speed RTNRP
It is determined whether or not the value has fallen to M or less. When upshift 1- from 1st gear to 2nd gear is started, the throttle
As the torque valve 31 closes, the rotational speed KD of the /D hydra 1 increases.
RPM starts low 1; but this value K DRPM R
If it drops below TNRPM. After completing the shock reduction control during this upshift, the slot
The torque opening 0T1t is the opening indicated by the accelerator, etc. (normally
(indicated opening degree). On the other hand, K D Rr) M is RT
If it has not fallen below NRPM, the K/D
If the ram rotational speed K D RP M is insufficiently reduced.
Then, proceed to step 8181 and further to step 8182.
Then, the temporary closing movement amount of the throttle valve 331 is determined.
Correction torque Tc1. 'rc2 is set. In step 8181, the throttle valve starts to close.
In other words, the value of the shift timer CS de T is
As a meter, the one-dimensional map #MTIM shown in Fig. 35
12 (However, the horizontal axis of the map is replaced with C3FT)
From this, the correction torque T c is determined. This correction torque
'r''c1 is the running feel of the vehicle at the time of 1-lux change.
[Ioi] Yuro ``1~Luk change taste
It has the meaning of "attached". In the following step 8182, /D before closing the throttle.
I-ram rotation speed KDRPMI as a parameter, the third
From the one-dimensional map #MRI) M12 shown in Figure 6,
Determine the correction torque Tc. In addition. Like the one-dimensional map #MRPM12 shown in Fig. 36,
Correction torque 'rc2, before throttle closing/D drum
The higher the rotation speed K D R1) M 1 is, the thicker it is.
This is the K/D drum rotation speed KD.
The higher the RPM1, the higher the engine speed and the higher the output.
It is predicted that K
The higher the DRPMI, the larger the correction torque Tc2.
This is because it has no effect if it is not used. Furthermore, in step 8183, the target engine output torque T
The OM value is compensated from the base torque SFTEM during shifting.
Positive 1-lux T cl, value excluding T Qz (S F
T E M T c h T c 2) Given,
Proceed to step 5117. From step 5117 onwards, the current engine
The engine rotation speed DRPM and target torque rOM are set as parameters.
2D map as a data # A CT RT Il
Step 51: Determine the target throttle opening CPTG.
17), using the current engine speed DRPM as a parameter
Maximum slot from 1D map # T I-I CL P
Determine the torque opening T I (M A X (step 31)
18), exceeding the maximum throttle opening 'I' HM A
Set the target throttle opening CPTG within the range that is possible.
Step 5119.5L20), this time upshift
When the shock reduction control ends. Here, when upshifting from 1st to 2nd gear like this,
Throttle valves 31. during shock reduction control. Ta
Imma C3FT, /D drum rotation speed. The status of the K/D switch and the output of the i-lux converter 32
The fluctuation of the force axis 1-lux is shown in Fig. 32 (i) to (iii).
Explain according to the time chart. At time tA, is the kickdown switch /DSW on?
from 1st gear to 2nd gear.
When a shift command is issued [see Figure 32 (ii)],
The current /D drum rotational speed KD RI) M is the previous
Ni/D-dora! It becomes smaller than 1 revolution (that is, K/
Wait until the D drum rotation speed decreases, but the K/D drum
In the control cycle before the rotation speed decreases, the base station is
Determine Luk SFTM and set current/D drum rotation
Several KD RP M 1 and throttle return/D drum
Determine the rotation speed RT N RP M. And when shifting
Base] Helmet S FTEM as the target torque, slot
Close the throttle valve 31 slightly. Such preliminary operations
By doing this, you will be able to officially close the throttle valve 31.
This allows the closing movement to be completed more quickly after the closing movement has started, making it easier to control
Speed can be increased. Even after performing this preliminary operation, the torque
Stability control-E, no problem. At shift start time t8, /D drum rotation speed KDRP
M starts to decrease, so officially close the throttle valve 31.
[See Figure 32(i)]. While holding the throttle valve 31 in the closed state,
D drum rotation speed K D RI)
Return/D drum rotation speed RT N Rl) has decreased to M.
At time tc, the opening degree of Scot 1 Hell Well 31 was adjusted by accelerating
Normal opening control is performed according to the opening instructed by the following. As a result, the throttle opening O'ru is. Returns to original opening. As a result, as shown in FIG. 32 (iii), the automatic transmission
Fluctuations in the output shaft torque of the machine 32 are controlled by shock reduction control.
This is a small amount compared to the case where there is no shift, especially when the gear shift is completed.
at the time of termination. A sudden decrease in the output shaft torque of the automatic transmission 32
Reduced. This reduces gear shift shock.
It is. On the other hand, in step 5173 of FIG. 31(V), 1
If it is not a command to upshift 1 from speed to 2nd speed, the
Proceed to step 5184 and upshift from 2nd to 3rd gear 1
~ If it is determined that it is a command, proceed to step 8185.
Shock reduction control when upshifting from 2nd to 3rd gear
will be carried out. Shock reduction control when upshifting from 2nd to 3rd gear
, First, in step 8185, the /D drum rotation speed K
DRPM is predetermined /D drum rotation speed constant
It is determined whether or not it has reached NKDO or higher, and KDR
)) If M is greater than or equal to the constant NKDO, step
Proceed to 5190, and if KDRP M is greater than or equal to the constant NKDO.
If you haven't. Proceed to step 8186. Proceeding to step 8186, similar to step 5177,
, current /D drum rotation speed KDRPM2 to output shaft rotation speed
Calculate from V S R P M 2. This rotation speed KDR
PM2 is the rotation speed of the /D drum during gear shifting, and this
The rotation speed KDRPM2 is determined by the value of ■SRr) M2.
It can be calculated by multiplying by the gear ratio. Furthermore, here too,
Step 8186 is set to the current /D drum rotation speed KDR.
Detect PM and check this 15'JK/D drum rotation speed KD
RPM may be given as the value of KDRPM2. Next, proceed to step 8187 to perform K/D tiger t5 rotations.
Step 8178 with the number KDRPM2 as a parameter.
Similarly, when the throttle returns /D drum rotation speed RTNR
PM is expressed as one-dimensional map #MRTN23 shown in Fig. 34.
to be determined. Then, in the next step 8188, the target engine output 1
- As the value of Luk TOM, the base torque SF at the time of shifting
T E M is given, and in the following step 8189, the timer
Reset the value of C3FT to O, and set timer C as above.
Start counting 3FT. Then, proceed to step 5l17 shown in Figure 31.
Then, in the same manner as above, determine the target throttle opening CPTO.
The current upshift shock reduction control control system
Finish cycle. On the other hand, the process advances to step 8185 and the /D drum is currently rotating.
The number KDRPM is the constant NKDO of K/D drum rotation speed
If it is determined that the above has been reached and the process proceeds to step 5190,
, in this step 5190, the actual /D drum rotation speed KD
RPM rises and throttle returns/D drum rotation speed R
It is determined whether TN RP M has been reached. When an upshift from 2nd to 3rd gear is initiated, the slot
As the torque valve 31 closes, the rotation speed of the /D drum K D
Ri” M starts to rise, but this value KDRP M
If it goes up and reaches R'rN RP M. After completing the shock reduction control during this upshift, the slot
The torque opening f) Tl+ is the opening indicated by the accelerator, etc.
(normally indicated opening). On the other hand, K D RP M is Ri
” If it is not larger than N RP M, it is still
, K/l) Rotational speed of the drum 11 K I) RL) M
It is determined that the rise is insufficient, and the process proceeds to step 5191.
, the amount of temporary closing movement of the throttle valve 31 is determined as described above.
The correction torque '1'cyu1Tc2 is set. In step 5191, the throttle valve starts to close.
In other words, the value of shift timer C3FT is set as a parameter.
As a meter, the one-dimensional map #MTIM shown in Fig. 35
23 (However, the horizontal axis of the map is replaced with CS F T.
), determine the correction torque Tcm. This correction torque
As mentioned above, when l-k changes,
improve the driving feeling of the vehicle. σ taste
be. In the following step 5192, /D before closing the throttle.
Using the drum rotation speed KDRPM2 as a parameter, the 36th
From the one-dimensional map #MRPM23 shown in the figure, the correction torque
Determine Tc. In addition, the one-dimensional map shown in Figure 36
#Like MRPM23, before the thrower 1 hell is closed/D
The higher the drum rotation speed KD RP M2, the higher the correction torque.
The reason why the clock Tc2 is set to a large value is the same as above.
This is to ensure that the shock during gear shifting is suppressed. Furthermore, in step 5193, the engine output torque
As the value of TOM, the base torque S1 during shifting? T E
The value obtained by subtracting the correction torque Tc, 'I'a from M (S
F TEM −1”c, −Tc2), and
Proceed to step 5117 shown in 3L diagram (vii), and
Similarly, determine the target throttle opening CPTO,
Finished the shock reduction control cycle during this upshift.
Ru. This kind of upshift 1 from 2nd gear to 3rd gear
Throttle valve 31° timer C3 during torque reduction control
FT, N/D drum rotation speed, and torque converter 32
Figures 32 (iv) to (vi) show the fluctuations in the output shaft torque of
) will be explained according to time chart 1. At the same time, an upshift command from 2nd to 3rd gear is issued.
The K/D drum will eventually begin to rotate, but then
Zu, Kononi/D drum current rotation speed K D Rr)
Wait until M becomes larger than a predetermined number of NDKOs. K/
Until the D drum rotation speed becomes greater than the predetermined number NDKO.
In the control cycle, the base torque SFTM is determined during gear shifting.
At the same time, the K/D drum rotation speed KDRPMI and
Determine the /D drum rotation speed RTNRPM for throttle return.
Ru. Then, change the base torque SFTEM to the target torque when shifting.
As a precaution, close the throttle valve 31 slightly. Increase control speed. Shift start time and B/D drum rotation speed KDRPM
becomes larger than the predetermined number NDKO, the throttle valve 3
1 is officially closed [see Figure 32 (iv)]. While holding the throttle valve 31 in the closed state,
D-drum rotation speed KDRPM changes due to throttle return/D-drum
At time 1c when the ram rotation speed has decreased to RTNRPM, the slot
The opening degree of the throttle valve 31 is set according to the opening degree instructed by the accelerator, etc.
Therefore, normal opening control is performed. This allows the slot
The opening degree "T11" returns to the original opening degree. As a result, even when changing from 2nd to 3rd gear, the automatic shift
Fluctuations in the output shaft torque of the transmission 32, especially at the time of completion of the gear shift.
This reduces sudden decreases in output shaft torque and reduces shift shock.
It will be reduced. Next, shift from 3rd gear to 4th gear as shown in Figure 31 (vi).
Explain shock reduction control during shifting.
. This control is performed in step 5173 of FIG. 31(V).
Therefore, it was determined that it was not an upshift command from 1st to 2nd gear.
, proceed to step 8184 and increase from 2nd to 3rd gear.
After determining that it is not a shift command, the command in FIG. 31 (vi
), proceed to step 94 and shift from 3rd to 4th gear.
upshift to speed 1 - performed when commanded
It will be done. This control when upshifting from 3rd gear to 4th gear is 1st gear.
The control is performed in almost the same way as when upshifting from 2 to 2nd gear.
, first, proceed to step 5195 and perform the curse K/I) do
The ram rotation speed KI) RPM is lower than the previous rotation.
It is determined whether the number is smaller than K/I.
) The drum rotation speed begins to decrease.
If so, proceed to step S2008 and begin to fall.
If not, proceed to step 819G. In step S]96, similarly to step 5177,
/D drum rotation speed K D RI) M 3 as output shaft rotation
Calculate from the number V S R P M 2. Next, in step 5197, the same as step 8178 is performed.
Then, the K/D drum rotation speed K D RP M i is set as a parameter.
/D drum rotation speed RT for throttle return
N RP M as a one-dimensional map # M shown in FIG. 34
Determine from RT N34. Then, in step 5198, the same as step 8176 is performed.
Similarly, when shifting, the base torque S F T E M is expressed as
Give the engine output torque TEM. In the following step 5199, similarly to step 5179,
, reset the value of timer C3FT to 0, and reset the value of timer C5
Starting from Callan 1 of FT, as shown in Figure 31(vii)
Proceed to step 511-7, set it to -1-renma,
Determine the target throttle opening C))
Ends the shock reduction control cycle during upshift.
. On the other hand, the K/D drum rotation speed was starting to drop and the step
When proceeding to step 5200, the /D drum rotation speed KDRPM is displayed.
When the throttle returns/D drum rotation speed is less than RTNRPM
It is determined whether or not it has fallen to When upshift 1~ from 3rd gear to 4th gear starts, the throttle
As the valve 31 closes, the rotation speed of the /D drum increases.
RPM starts to decrease, but this value KDRPM
If it drops to below N RP M, please update this update.
After the shock reduction control is completed, the throttle opening OTH
is the opening indicated by the accelerator, etc. (normal indicated opening)
Ru. On the other hand, K D RP M falls below RTNRPM.
If not, the rotation speed of the K/D drum is still KDR.
If the PM reduction is insufficient, step 5201;
Furthermore, the process proceeds to step 5202, where the throttle valves 1 to 31 are
The correction torque that determines the temporary closing motion of "rCx r
Set TC2. In step 5201, the throttle valve starts to close.
The time since then, that is, the value of timer 08FT during shifting
As a meter, the one-dimensional map shown in FIG.
34 (however, the horizontal axis of the map is replaced with C3FT)
Then, the correction torque T c is determined. This correction
As mentioned above, Tcm includes the vehicle running when the torque changes.
It has the meaning of improving the feeling. In the following step 5202, /D before closing the throttle.
Using the drum rotation speed KDRPM2 as a parameter, the 36th
From the one-dimensional map #MRPM34 shown in the figure, the correction torque
're2 is determined. In addition, the one-dimensional pine tree shown in Fig. 36
/D before the throttle is closed, like #MRPM23.
Drum rotation speed KI) f< PM The higher 2, the more correction
As mentioned above, the torque Tc2 is set to a large value.
Similarly, this is to ensure that the shock during gear shifting is suppressed.
. Furthermore, in step 5203, the target engine output torque T
As the value of OM, from the base torque SFTEM during shifting
The value excluding correction torque T cx + T c 2 (S
F T E M −T c , −T c 2) is given.
Then, proceed to step 5117 shown in FIG. 31 (vii).
, In the same manner as above, set the target slot I/le opening CP TG.
The shock reduction control cycle for this upshift has been decided.
Finish the book. Shock when upshifting from 3rd to 4th gear like this
Throttle valve 31° timer C3F during reduction control
T, to/D drum rotation speed, and torque converter 32
The fluctuations in the output shaft torque are shown in Figure 32 (i) to (iii).
Time chart for upshifting from 1st to 3rd gear
Since the result is almost the same, I will omit the explanation, but the result is
, even when shifting from 3rd gear to 4th gear, the automatic transmission 32
Fluctuations in the output shaft torque, especially the output at the completion of shifting
Sudden decrease in shaft torque is reduced and shift shock is reduced.
It is. Automated driving as an embodiment of the present invention operates as described above.
The advantages and effects of the line control control device are summarized as follows.
It will look like below. First, the engine 13 is controlled by the engine control device 1.
Through this, the following effects can be obtained.・The rotation speed of the engine 13 is in a steady state immediately after the engine starts.
During the time it takes to reach the rotational speed of
The operating condition of engine 13 became unstable and the engine speed decreased.
When the movement of the accelerator pedal 27 decreases,
, the accelerator pedal 27 and the throttle valve 31 are mechanically
The throttle valve 31 operates in the same manner as in the directly connected state. Therefore, in this case, the change in the amount of depression of the accelerator pedal 27
Adjustment of the throttle valve 31 based on the speed, driving condition of the vehicle, etc.
Control is no longer performed and the throttle valve 31 is stabilized.
control, and the operating state of the engine 13 becomes even more unstable.
This will be prevented. Also, the brake of the vehicle when the brake pedal 28 is depressed
(not shown), if braking is performed, the following
There is a similar effect. First, when this braking is being performed, the oak
Other operations such as loose switch 18 and accelerator pedal 27
Throttle valve 3] always takes priority over the command.
The brake is held at the minimum opening, which is the idle position.
In addition to the braking effect of engine braking,
can get. Second, in terms of braking, it is larger than Motoichi.
The duration of the deceleration state is longer than the standard value, and
, the vehicle speed when the brake pedal 28 is released is less than the reference value.
If it is low, the speed will continue until the accelerator pedal 27 is depressed.
The throttle valve 31 is held at the minimum opening position. Therefore
brake (not shown) to stop at an intersection, etc.
After decelerating, press the brake pedal once just before stopping.
When the lever 28 is released, engine braking causes 111 rpm.
The movement is performed smoothly, the vehicle stops smoothly, and there are no shocks when stopping.
This has the effect of preventing attacks. Thirdly, when braking with brakes, deceleration is
Is the duration above the standard value?
Is it not long, or is the vehicle speed at the time of release of the pedal mentioned above or the standard value?
1 if the accelerator pedal is not low or low.
Until brake pedal 27 is depressed, brake pedal 28 is released.
The vehicle speed is maintained constant with the tI speed immediately after the removal being set as the target vehicle speed.
Ru. Therefore, in order to maintain the vehicle speed, the accelerator pedal 2
7 or brake like a conventional constant speed running device.
Constant speed driving control that is canceled every time the key pedal is pressed 28M.
Eliminates the need for manual restart, reducing the burden on the driver
In addition, it is difficult to drive at a constant speed even on roads with relatively heavy traffic.
This has the effect of being easily possible. Furthermore, fourthly, when transitioning to such a constant speed driving state,
This release occurs immediately after the brake pedal 28 is released.
until the first opening/closing timing of the throttle valve 31.
During this time, the slot is assumed to maintain the actual vehicle speed immediately after the release.
The throttle valve 31 is temporarily opened and closed at the torque level. Therefore, the transition to the constant vehicle speed running state immediately after release is quick.
It has the effect of being fast and smooth. Further, fifthly, the auto cruise switch 18 is provided with a
By setting the throttle switch 47 to the bait position,
, the accelerator pedal 27 is depressed when the brake pedal 28 is released.
Minimum opening at which the engine is always at idle position until
is maintained. Therefore, when driving on a gentle downhill slope, etc.
To do this, switch the throttle switch 47 to the country position.
This makes it possible to drive with engine braking.
It becomes possible. Next, when the accelerator pedal 27 is depressed, the following occurs.
There is an effect like. First, when the accelerator pedal 27 is depressed, this accelerator
Target acceleration based on the depression of the pedal 27
Target acceleration DV specified by cruise switch 18
The target vehicle speed remains unchanged until it becomes greater than the SAC.
Target acceleration DVS specified by cruise switch 18
Since AC is adopted, the target acceleration is based on DVSAC.
when the vehicle is being controlled (auto cruise control).
), depress the accelerator pedal 27 and press the accelerator mode.
When changing to mode control, at the beginning of the change, the accelerator
Even if the pedal 27 is not pressed enough, - sometimes
, 11 The acceleration will no longer decrease. therefore
, when trying to accelerate by depressing the accelerator pedal 27
However, it has the advantage of quickly and smoothly accelerating. Second, the acceleration of the vehicle is determined by the amount of depression of the accelerator pedal 27.
, the speed of change in the amount of pedal effort, and the speed of change compared to the reference value.
is set according to the amount of time that has passed since it became smaller.
Ru. Therefore, if you press the accelerator pedal 27 faster,
If you can accelerate more rapidly and press the pedal more gently,
Achieves gentler acceleration and accurately counters the driver's will.
It is possible to perform acceleration with good responsiveness. Also,
If you reduce or stop the sudden amount of pedal effort, the acceleration will be smoother.
changes to prevent impact from occurring due to sudden changes in acceleration.
It also has the effect of making you feel better. Thirdly, when the accelerator pedal 27 is released, this
The vehicle speed immediately after the release is set to [1 target vehicle speed, and the vehicle speed is maintained constant.
be done. Therefore, in order to maintain a constant vehicle speed,
Depress the pedal 27 again, or use the conventional constant speed running device.
Each time the vehicle speed is changed using the accelerator pedal 27, the target
There is no need to reset the tit speed. For this reason, the driver
The load is reduced, and it is stable even on roads with relatively heavy traffic.
This has the effect of making it easier for the vehicle to travel at high speed, and this effect is greater than the previous one.
Constant speed running when the brake pedal 28 is released as described above and
The combination makes it even more remarkable. Fourthly, when transitioning to a constant speed driving state,
Immediately after the cell pedal 27 is released, the first visit after this release occurs.
3] Until the opening/closing timing, the throttle valve is
Throttle valve opening that is assumed to maintain the actual vehicle speed immediately after the reduction
The throttle valve 31 is temporarily opened and closed at each time. This is it
This allows for a quick and smooth transition to constant speed driving immediately after release.
It has the effect of being carried out smoothly. Furthermore, fifthly, the shift selector 29 is set to a position other than the D range.
or when the throttle switch 47 is in the
When the accelerator pedal 27 is in the
Accelerator pedal 27 and throttle valve 31 are mechanically directly connected
The throttle valve 31 operates in the same manner as when the
Therefore, the pressure on the accelerator pedal 27 is relaxed or stopped.
As a result, the throttle valve 31 is closed.
For example, when driving on a slope, shift shift 1-selector 29 to L range.
Or, set the throttle switch 47 to the 1st position.
This makes it possible to drive with engine braking. Sixth, the target addition that is set when the accelerator pedal 27 is depressed.
Of the speed, set according to the amount of depression of the accelerator pedal 27.
The target acceleration determined by l] is the same as shown in Figure 20.
When the amount of depression is increased, it is better than when the amount of depression is decreased.
The value is also large. This causes the accelerator pedal to
27, the amount of depression increases to decrease or decreases to increase.
In response to movement, vehicle acceleration increases and decreases rapidly, improving driving performance.
This has the effect of directing the ring. Further, as mentioned above, the release of the accelerator pedal 27
Or, by releasing the brake pedal 28, the vehicle runs at a constant speed.
When transitioning to the running state, step on the acceleration of 11L.
Gradually decrease as time passes after release and approach O.
The target acceleration is set so that the Therefore, the fixed train
Occurrence of shock due to sudden change in acceleration when transitioning to high-speed driving state
This has the effect of preventing Furthermore, the accelerator pedal 27 and the brake pedal 28 are
The vehicle is in a released state and is running at a constant speed as described above.
This has the following effects. First, the acceleration switch 45 or the changeover switch 46
Depending on the operation, there are three modes: acceleration driving, deceleration driving, and constant speed driving.
It is possible to select the driving state of
Acceleration/deceleration to the target vehicle speed and after reaching the target vehicle speed
The transition to constant speed driving is automatically performed. For this reason
, a car that responds to the situation when driving at a constant speed on a highway, etc.
This makes it easier to change speeds and reduces the burden on the driver.
It has a beneficial effect. Second, the contact of the changeover switch 46 is turned on.
When acceleration or deceleration driving is specified by
When VS remains in the ON state with □ for actual vehicle speed VA and correction amount V
The sum of the correction amount VT according to the interval (that is, V S =
V A + VKt + V T,) or actual vehicle speed V
From A to correction amount ■2 and correction according to the duration of the ON state
Quantity ■T2 (that is, ■S = V A
V K 2V T 2) Second note, succession of ON state
By increasing the duration time, the vehicle speed and target achieved before the specified time can be changed.
The difference with vehicle speed increases. For this reason, reaching [beyond 1 target vehicle speed]
When you want to accelerate or decelerate further, connect the changeover switch 46.
Turn the point ON again and respecify acceleration or deceleration driving.
However, it is sufficient to continue this ON state as necessary. In addition, when driving under acceleration or deceleration, the changeover switch
When the contact of switch 46 is turned on, this
Shifts to a constant speed driving state with the immediately following vehicle speed as the target vehicle speed.
. Therefore, the desired vehicle speed before reaching the target vehicle speed
When this happens, simply operate the selector switch 46 once.
good. In addition, for accelerated driving, press the acceleration switch 45.
You can select from 3811 types of slower acceleration, medium acceleration, and rapid acceleration.
Therefore, by combining these operations, the above
The effect can be further enhanced. Thirdly, when driving at a constant speed, for example on a slope, etc.
When the vehicle speed suddenly changes, the target acceleration to restore the vehicle speed to the original speed is
, for the difference between the target vehicle speed and the actual vehicle speed detected by the vehicle speed detection means.
the acceleration value and the difference from the acceleration of the current vehicle is set in advance.
Set within a range that does not exceed the specified value so as not to exceed the specified value.
determined. Therefore, sudden changes in acceleration are eliminated and collisions occur.
This has the effect of preventing the occurrence of collisions. By operating the acceleration switch 45 or the changeover switch 46
," If you specify the acceleration driving state as described in 2.
, has the following effects. First, immediately after specifying, the position iff of the acceleration switch 45 is
Rather than a corresponding constant target acceleration being specified,
A slope is provided when the target acceleration rises (see Figure 27).
), the target acceleration is adjusted as time elapses after this specification.
Target accelerations that approach and eventually become equal are specified. child
As a result, the vehicle transitioned from a constant speed driving state to an accelerated driving state.
Is it due to a sudden change in acceleration over time? # Prevents occurrence of shooting and hunting.
It has the effect of being stopped. Second, when driving under acceleration, the vehicle speed approaches the target vehicle speed.
Then, a constant value corresponding to the position of the acceleration switch 45 is displayed.
Instead of the target acceleration, it is calculated as the vehicle speed approaches the target vehicle speed.
The target acceleration to be decreased is specified. For this reason, the vehicle speed
When the target vehicle speed is reached, the acceleration of the vehicle smoothly increases.
sudden change in acceleration as the vehicle changes to a constant speed driving state.
This has the effect of preventing the occurrence of impact fJ due to Furthermore, thirdly, when the vehicle speed is lower than the reference value, the acceleration switch is
Target acceleration of a constant value set corresponding to the position of switch 45
Instead of acceleration, it increases as the vehicle speed increases and reaches the target acceleration.
A new target acceleration with a value approaching 1 is set. death
Therefore, when the vehicle is moving slowly, the acceleration switch 45 or
When the acceleration driving state is specified by operating the switching switch 46,
The vehicle accelerates more gently, giving you a better riding feeling.
This has the effect of improving. In addition, by operating the selector switch 46, the amount can be reduced as described above.
If you specify a fast driving state, the vehicle speed will decrease due to deceleration driving.
When approaching the target vehicle speed, the S deceleration is reduced to a constant value until then.
As the vehicle speed approaches the target speed,
Gradually approaches 0 [1 standard deceleration is specified. For this reason
, when the vehicle speed reaches the target vehicle speed, the vehicle is added smoothly.
As the speed changes and the vehicle transitions to a constant speed driving state, the acceleration
This prevents the occurrence of shocks caused by sudden changes in the vehicle speed, making it easier to ride and drive.
This has the effect of improving handling. In addition, for example, when driving at a constant speed while accelerating or decelerating,
When the target vehicle speed change switch 48 is input at a time other than the line
However, this instruction is ignored (Figure 16).
(step J104 → J108), which causes confusion during control.
This prevents this and ensures reliable engine control by this device.
. Furthermore, if you change the vehicle speed while driving at a constant speed, acceleration and deceleration will be affected.
However, in this case, the new target vehicle speed S and actual vehicle speed VA
The target acceleration should be set corresponding to the difference VS-VA.
3.25) Based on this [1 mark acceleration]
It is designed to control the vehicle and change the vehicle speed.
Then, in the same way as above, the vehicle changes from a constant speed driving state to an accelerated driving state.
Is it due to a sudden change in acceleration when transitioning? # Prevents the occurrence of attacks etc.
It has the effect of being stopped. In particular, the difference VS-VA becomes less than a certain value (that is, the actual vehicle
When the speed VA approaches [1 mark vehicle speed ■S], it remains a constant value until then.
``The acceleration of 1 target becomes as the difference VS - VA decreases.
(Pine in Figure 23.25)
#MDVS3. #MDVS 581”), so 11
This has the effect of stabilizing the convergence to the target +lL speed. On the other hand, when the vehicle is in an accelerating or decelerating state,
By operating the acceleration switch 45 or the changeover switch 46
If you specify a constant vehicle speed driving state, the following effects will occur.
be. First, the fixed

[1] When transitioning to the stray driving state, from immediately after the operation until the first opening/closing timing of the throttle valve 31, the throttle is provisionally adjusted to the throttle valve opening that is estimated to maintain the actual vehicle speed immediately after this operation. Valve 31 is opened and closed. This has the effect that the transition to the constant 11L speed running state can be made quickly and smoothly 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 3 is operated according to this target acceleration.
1, the actual acceleration gradually decreases (increases) as time passes after the operation. Then, when the actual acceleration becomes smaller (larger) than the reference value, the 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 V
The vehicle starts running at a constant speed equal to S. For this reason, is it due to a sudden change in acceleration when transitioning to a constant speed driving state? This has the effect of preventing #attacks from occurring. When both the accelerator pedal 27 and the brake pedal 28 are in the released state and auto cruise mode control is being performed, the following effects are achieved. First, as the actual acceleration value used in auto-cruise mode control, D V A&, which has a high ability to follow actual changes in vehicle acceleration and is suitable for highly responsive control;
DVA8. is suitable for highly stable control with little influence from momentary disturbances. , and -1-1) which is in the middle of both numerical values.
VAl,. 73 data with different accuracy characteristics from each other,
It is selected and used as appropriate depending on the start of the driving state change, the intermediate time of the driving state change, and the end of the driving state change.
Q-appropriate control can always be performed. For example, when the accelerator pedal 27 is released or the brake pedal 28 is released from the constant + By using the value of D V AG in the control up to the first opening/closing timing of the throttle valve 31 after the start of the shift, the shift can be started quickly and accurately. Further, after the transition and after the vehicle reaches a constant speed running state, by using DVAllsl, it is possible to perform stable control without malfunctions caused by disturbances. Second, the timing for opening and closing the throttle valve 31 is determined by the timing at which the throttle valve 31 is opened and closed by the accelerator pedal 27. When the vehicle speed is fluctuating, such as during acceleration or deceleration, due to the operation of the driving state changing means such as the brake pedal 28, the acceleration switch 45, or the changeover switch 46, the period is set in inverse proportion to the change in vehicle speed. . Therefore, as the vehicle speed increases, the number of openings and closings of the throttle valve 31 per unit time increases, resulting in the effect that highly responsive driving becomes possible. Furthermore, thirdly, the air suspension (
If the air pressure (data corresponding to the vehicle weight) detected by the air pressure detection device of the air suspension suddenly changes, the actual acceleration data before the sudden change will be used and the control of the device will be reset to the initial stage. If it can be determined that an error has occurred in the actual acceleration DVA determined by the third interrupt control due to the first fail-safe control configured as shown in FIG.
As the data for VA B 5°), the latest one (final calculated value) from among the appropriate data already calculated is used. Therefore, for example, the wheels may bump or bump due to unevenness of the road surface.
Even if an error occurs in the 11L speed data due to rebound, etc., erroneous data will not be entered as actual acceleration data.9 Therefore, vehicle running control becomes smooth and unaffected by external disturbances, and is possible. Since the most up-to-date acceleration data is used, the desired control can be quickly performed, which has the advantage of greatly contributing to improving riding and driving sensations. Also, depending on the second fail-safe control performed in parallel with this first fail-safe control, the G sensor 5
Since errors in the actual acceleration data can be determined based on the rearward acceleration of the vehicle body 11N detected in step 1, errors in the actual acceleration data that are not caused by wheel bumps, rebounds, etc. can also be reliably detected. Therefore, the influence of disturbances on vehicle driving control can be excluded to a wider range than the first fail-safe control, and like the first fail-safe control, the latest acceleration data is used as much as possible. Desired control can be performed smoothly, contributing to improvements in riding feeling, driving feeling, etc. Note that only one of the first and second fail-safe controls for detecting and processing errors in the actual acceleration data may be performed. After the vehicle is running at a constant speed, the IIL speed is almost constant and there is no significant variation in the throttle valve opening. Even if the rate of travel increases, the throttle valve 31
This also has the effect of preventing the life of the throttle valve recirculating portion 26 from being shortened. Furthermore, each control is performed at a constant control cycle (control cycle) mainly according to the main flowchart shown in Fig. 8 (j), but this control cycle may vary depending on the inertia of the vehicle's torque converter, 1-Helance transmission, etc. One waiting period (loss time) Td corresponding to the control delay that occurs is set to a predetermined time T.
Since it is set as the time ('Fa + T d ) added to a, a delay in response to control will not affect the next control cycle, and accurate control can always be achieved to achieve the desired driving state. It is advantageous above. Then, the 11 mark 1-luke corresponding to the operation of the accelerator pedal [see formula (2)] and the target torque when driving at a constant speed [formula (
The target torque during engine control such as [see 1)] is converted into the state in which the gear stage used in the automatic transmission 32 is set to the first gear, and is determined as the value at the first gear. Since the torque value at gear speed is the largest compared to the 1-lux value at other gears,
”Slots! This has the advantage that the resolution is improved accordingly and the relative error is reduced when determining the opening degree. Also, [1 mark Tor'/TOM1. TOM2. TOM. [Reference equations (1), (4), and (5)] For example, when calculating the intake air amount as a parameter, the intake air amount is The control delay becomes large due to the delay in the detection value, but in this device, the actual torque TEM is transferred to the automatic transmission (
Since it is determined based on the characteristics of the torque converter (torque converter) 32, there is an advantage that control delay is suppressed and control responsiveness is improved. Furthermore, the data on vehicle weight W, which is important for engine control, is not a fixed value, but uses the latest measured value whenever possible, so even if the number of passengers or cargo changes, this can be taken into account immediately. This also has the advantage of allowing highly accurate and appropriate control. The advantages and effects of the control of the engine 13 by the engine control device 1 have been described above, and now the advantages and effects of the control of the NJ transmission 32 by the automatic transmission control device 101 will be described. When cruise mode control is performed to O1 without depressing the accelerator pedal 16, pseudo-depression f1sFT
Since APs are set to control the automatic transmission 32, the speed change control during auto cruise mode control can be performed using the 'J'-method, which is almost the same as the speed change control during accelerator mode control, and even during auto cruise mode control. There are 111 points to ensure reliable and easy speed change control. In particular, since the pseudo-depression amount 5FTAPS during accelerated driving is preset in the map as a value corresponding to the set 11-point acceleration DVS, reliable and responsive control can be performed. When climbing a steep slope or going overboard, it may be difficult to maintain the constant speed of the vehicle under auto cruise mode control using only such control of the engine 13, and in such cases, By appropriately downshifting the gear position of the automatic transmission 32 through the operation of the automatic transmission control device 101-, torque is increased on uphill slopes and the effectiveness of engine braking is improved on downhill slopes, thereby ensuring reliable and stable operation. This has the advantage that the vehicle speed can be maintained. In particular, in the control by the automatic transmission control device 101, the actual vehicle speed is too low to perform a downshift. ■The state in which the actual acceleration is lower than the predetermined value continues for a predetermined period of time. ■The gear stage is 3rd or 4th gear. ■The state in which almost the maximum torque is being output at the current engine speed continues for a predetermined period of time. ■The engine speed does not exceed the specified value after downshifting. Since it is necessary to satisfy both of the following conditions, as long as the vehicle speed can be maintained by controlling the engine 13,
There is no unnecessary downshifting, and the engine speed does not increase too much due to downshifting. Then, at the same time as downshift 1~, it is implanted to prohibit upshifting, and when this upshift 1~ inhibition is canceled, ■ upshift is prohibited, and ■
The conditions are that the actual speed approaches the target speed, ■ the gear position is 2nd or 3rd gear, and ■ the current engine output torque has a surplus for a predetermined period of time, so after an upshift. Since upshifting is possible only when the vehicle speed can be maintained only by controlling the engine 13, unnecessary shift switching is prevented. This makes it even more reliable to maintain constant vehicle speed. Furthermore, when sudden braking is applied via the brake pedal 16 and the gear position of the automatic transmission 32 is set to a high gear, the stronger the degree of sudden braking, the faster the downshift is performed. The braking force from the engine brake is added to the braking force from the brake pedal 16, and the braking ability is greatly improved. When the automatic transmission 32 shifts like this, the automatic transmission 8!3
Shift shock occurs due to fluctuations such as a sudden decrease in the 1-lux output shaft of 2 when the shift is completed. By temporarily reducing the speed (closing movement), fluctuations in the output shaft torque of the automatic transmission 32 are suppressed, thereby reducing the shock that tends to occur during gear shifting and improving riding comfort. In particular, in this embodiment, before the throttle opening degree 0T11 is officially reduced, it is slightly reduced in advance, so the control speed can be increased without interfering with torque stability control, and the shift shock can be reduced. Improves control ability. In addition, in this shift shock reduction control, when the start of the throttle opening/closing movement of the engine 13 is determined based on the rotational state of the kickdown drum, the control must be performed in a manner that reliably corresponds to the operating state of the transmission 32. This has the advantage that shift shock can be reduced more accurately. In addition, in this embodiment, the target acceleration DVS is gradually brought closer to 0 as a means of bringing the vehicle speed closer to the target vehicle speed vS when shifting to a constant vehicle speed driving state by auto cruise mode control. As described below, the determination may be performed using the first target vehicle speed vS (which approximately corresponds to the target vehicle speed S in the embodiment) and the second target vehicle speed vS2. For example, when the accelerator pedal 27 is pressed to accelerate the vehicle, and then the accelerator pedal 27 is released, first, the actual vehicle speed VA immediately after the release is set as the first target vehicle speed ■S1, and the vehicle speed The throttle valve 31 is provisionally rotated to an opening position that is estimated to be able to maintain this first target vehicle speed vs. Next, when the first throttle valve opening/closing timing cycle starts from the next control cycle, the actual vehicle speed VA is set to the second target vehicle speed vS2, and the throttle valve 31 is opened so as to approach the second target vehicle speed vS2. At the same time, the second target acceleration vS2 is gradually brought closer to the first target acceleration VS. Finally, the vehicle speed is maintained at a constant state that substantially matches the first target vehicle speed VS. By bringing the vehicle speed closer to the target vehicle speed vS in this way,
This has the effect of more accurately matching the vehicle speed in the constant vehicle speed state to the vehicle speed immediately after the accelerator pedal 27 is released. Furthermore, from the first throttle valve opening/closing timing cycle after the accelerator pedal 27 is released, the second target vehicle speed VS is adopted as the target vehicle speed for constant speed driving, instead of the first target vehicle speed VS. By reducing the difference between the vehicle speed immediately before the throttle valve 31 is opened and closed in the valve opening/closing timing cycle and the target vehicle speed, sudden changes in vehicle speed and acceleration when the throttle valve 31 is opened and closed in the throttle valve opening/closing timing cycle can be prevented. This has the effect of preventing unpleasant impacts from occurring and realizing extremely smooth speed changes. Further, if the brake pedal 28 is released after depressing the brake pedal 28 to decelerate the vehicle, if the deceleration during deceleration continues to be equal to or higher than the reference value for more than the reference time, and the brake pedal The first target vehicle speed VS and the second target vehicle speed vS are determined in the same manner as when the accelerator pedal 28 is released, except when the vehicle speed at the time of release is lower than the reference value.
By setting the value 2 and opening and closing the throttle valve 31, 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. In addition, by immediately adopting the second target vehicle speed VS1 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, it is possible to Since the difference between the actual vehicle speed and the target vehicle speed becomes smaller, sudden changes in vehicle speed and acceleration when opening and closing the throttle valve 31 in this throttle valve opening/closing timing cycle are eliminated, and extremely smooth changes are made without unpleasant shocks. This has the effect of making it possible to realize speed changes. Note that the above-mentioned throttle valve opening/closing timing cycle corresponds to the engine output adjustment cycle. On the other hand, regarding the engine control device 1, the automatic transmission 3
Since it is conceivable that the engine control device 1 may be installed not only in a vehicle having a manual transmission but also in a vehicle having a manual transmission, a case in which a vehicle having a manual transmission is equipped with one engine control device 1 will be described below. In this case, the following points in the configuration of the engine control M11 shown in FIG. 2 are changed. In other words, the output rotation speed detection section 22 is omitted and the automatic transmission 3
A manual transmission (1ffll, not shown) is provided in place of the shift selector 29, and a shift 1 lever (not shown) is provided in place of the shift selector 29 for manually selecting a gear stage of the manual transmission. In addition, instead of the shift selector 17, a shift position switch (not shown) is provided which has a contact that is turned on when the shift lever is in a position for selecting neutral or reverse, or when a clutch pedal (not shown) is depressed. omitted). Further, the content of the control performed by the engine control device 1 changed to that of a manual transmission as described above is changed from the present embodiment 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, the formula (1) used in step C]30 in Figure 10
, Equation (2) used in step D123 of FIG. 11, Equation (4) used in step E107 of FIG. 12, and
In equation (5) used in step E123 in FIG. 12, the value of the speed ratio e for determining the torque ratio TQ is 1. The operation of the engine control device 1 as described above differs only in step A113, which is changed as described above. That is, when the shift lever is in the position for selecting neutral or reverse, or when the clutch pedal (not shown) is depressed, the contact point of the shift position switch is in the ON state, so the judgment in step A113 is made. Then, the process advances to step A117, where direct control of the slot sole is performed in substantially the same manner as in the present embodiment. Also, when the shift lever is in a position other than the position where neutral or reverse is selected and the clutch pedal is not depressed, the contact point of the shift position switch is set to OI?
The state becomes F, and based on the judgment at step A i 13,
Proceeding to step A114, control is performed in the same manner as in this embodiment, so that even when the present engine control device 1 is installed in a vehicle having a manual transmission, an automatic transmission;
It is possible to obtain almost the same effect as when equipped on a vehicle with 32. In addition, in such an engine control device, the shift 1
~The first speed used as a low gear may be added to the shift lever position, which is the condition for the position switch to be in the ON state, or the first speed and the second speed as a second gear may be added. often. Furthermore, these first speed, second speed, and 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. Furthermore, the following modifications can be made to the control device of the embodiment described in (1). Auto cruise mode 1 to control is performed in each control cycle, and when the vehicle is in a constant speed state, when the acceleration switch 45 or changeover switch 46 is operated to specify an accelerated driving state or a decelerated driving state, the control unit 25 reaches the The target vehicle speed setting unit 6 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 VKx 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 VA detected by the vehicle speed/acceleration detection unit 24 is the correction amount (■) minus 2, but the actual vehicle speed VA is multiplied by a preset coefficient to determine the target target. The vehicle speed may also be set. Further, instead of the actual vehicle speed VA here, the speed VS may be used, which is 11H,1 when the vehicle is running at a constant speed. Or, even if 1lVK2 is the same value as the correction amount ■, 1-
Almost the same effects as in each of the embodiments described above 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 L1 target acceleration may be gradually increased in each control cycle after the designation, similarly to when the acceleration traveling state is designated. In this case, in addition to the effects obtained in each of the embodiments, there is an effect that the transition to deceleration running is performed more smoothly. In addition, when the throttle 1-le switch 47 is set to the m position, after the brake pedal 28 is released, the throttle 1-le switch 47 is always in the
The throttle valves 1 to 31 are held at the minimum opening position, which corresponds to the engine idle position. Good too. Furthermore, there are four positions of the acceleration switch 45 marked with the same mark in FIG. When the mark is set, the vehicle is running at a constant speed, and when the same mark is set, the drive is 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. It may be possible to set this and make it selectable. 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. Further, the switching of the driving state corresponding to the operation of the changeover switch 46 is not limited to that shown in each embodiment, and any combination of driving conditions can be set for each position of the acceleration switch 45, and the changeover of the driving state corresponding to the operation of the changeover switch 46 is not limited to that shown in each embodiment. It may also be possible to switch in response to the operation. Next, when the vehicle is decelerated by the brake (not shown), if the duration of the deceleration being greater than the standard is longer than the standard time and the vehicle speed at the time of deceleration is lower than the standard, the brake pedal Even after the throttle valve 28 is released, the throttle valve 31 is maintained at the minimum opening that corresponds to the engine idle position, but these conditions are determined by the characteristics of the vehicle. Use 1] You may change it depending on the purpose. For example, the following conditions may be considered as conditions for maintaining the throttle valve 31 at the engine idle position. In other words, ■ the deceleration when the brake pedal is depressed is greater than the reference value, or ■ the duration of the brake pedal depression is longer than the reference value, or ■ the vehicle speed when the brake pedal is released is greater than the reference value. In addition, as a condition that combines these conditions ■, (), and vehicle speed) is smaller than the standard value,
Alternatively, the condition may be (i) the duration of the state in which the deceleration when the brake pedal is depressed is greater than the reference value is longer than the reference value. Further, although the degree of deceleration is determined based on the deceleration, it may also be determined based on the pressure of the brake oil that drives the brake. Furthermore, in each control cycle, auto-cruise mode control is performed, but when constant speed driving is specified as the vehicle driving state, the target vehicle speed of constant speed driving is set, and when acceleration driving or deceleration driving is specified, the target vehicle speed is set to acceleration. A function may be added to display the target vehicle speeds for running or decelerating. In this case, it becomes possible to change the set value of the target vehicle speed or the target vehicle speed while visually confirming the change. Further, the engine control device 1 of the present embodiment always sets the vehicle running at a constant speed when both the accelerator pedal 27 and the brake pedal 28 are in the released state, except in specific cases. As in the conventional case, constant speed driving may be performed only when constant speed driving is artificially specified. In this case, since the running state is specified manually, the same effect can be obtained by operating the engine control device 1 while the vehicle is running at a constant speed. Furthermore, in the engine control device 1 of this 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, the constant speed traveling may be specified when the acceleration switch 45 is switched to the second position. Further, downshift control of the automatic transmission 32 performed by the automatic transmission control device 101 [FIGS.
Regarding each constant used in ii), ~klO, set rotation speed XDRPMI~XDRPM6, etc.,
The values are not limited to those set in this embodiment, and can be set appropriately depending on the characteristics of the engine and transmission. [Effects of the Invention] As described in detail above, according to the automatic travel control device for a vehicle of the present invention, an upshift command from first gear to second gear is issued to the automatic transmission after a kickdown operation of the automatic transmission. When the gear position detection means detects that the upshift command is given, the throttle opening set by the constant vehicle speed control means and the acceleration/deceleration control means is changed between the predetermined time after the upshift command and the completion of the shift Y. Temporarily open the throttle valve to a smaller degree! l
Since it is set so that the output shaft torque of the automatic transmission can be adjusted quickly, fluctuations such as a sudden decrease when the shift from 1st gear to 2nd gear is completed are suppressed, and the shock during gear shifting is reduced. This has the advantage of improving ride comfort and smooth running control.

[Brief explanation of the drawing]

Figures 1 to 36 show an automatic travel control system for a vehicle as an embodiment of the present invention. Figure 1 is a conceptual configuration diagram of the main parts of the system, and Figure 2 is a diagram showing the engine control system. A detailed diagram of the overall configuration of the device, Figure 3 is a diagram of its depression amount detection section, Figure 4 is a diagram of its throttle I-valve rotating section, and Figure 5 is a diagram of its vehicle speed/acceleration detection section. The configuration diagram, Fig. 6 is a front view of the auto cruise switch, Fig. 7 is a circuit diagram of the connection part between the auto cruise switch and the control section, and Fig. 8 (i) shows the main contents of this control. The main flowchart, FIGS. 8(ji) to (iv) are flowcharts each showing the contents of interrupt control that is given priority to the main flowchart, and FIG. 8(V) is the third flowchart shown in FIG. 8(lν).
8(vi) is a flowchart showing the contents of the fail-safe control for compensating for the error in the actual acceleration determined by the third interrupt control shown in FIG. 8(iv). FIG. 8 (vi) is a flowchart showing the contents of another fail-safe control (second fail-safe control) for compensating for errors in acceleration.
i) is a flowchart showing the procedure for setting vehicle weight data;
FIG. 9 is a flowchart showing details of the throttle direct drive control performed in step A117 of FIG. 8(j);
FIG. 0 is a flowchart showing details of the throttle non-direction control performed in step A116 of FIG. 8(i).
1 is a flowchart showing details of the accelerator mode control performed in step C137 of FIG. 10, and FIG. 12 is a flowchart 1-1 showing details of the auto cruise mode sub-rod performed in step C144 of FIG. 10. The figure is a flowchart showing the details of the changeover switch control performed in step E128 of FIG. 12, and FIG.
15 is a flowchart showing details of the deceleration control performed in step E131 of FIG. 12, and FIG. 16 is a flowchart showing details of the acceleration switch control performed in step E121 of FIG. 12. A flowchart showing details of target vehicle speed control performed in
FIG. 17 is a flowchart showing details of the acceleration control performed in step E122 of FIG. 12, and FIG.
Target acceleration DVS performed in step J115 in the figure,
Flowchart showing details of control of determination, Nos. 19-2
6 is a graph showing the correspondence between the map parameters used for control in this engine control device and the variables read out corresponding to these parameters, and FIG. A graph showing an example of changes in target acceleration and traveling speed over time after switching when acceleration traveling is specified in the driving state designation section. FIG. 28 (ji) is a flowchart mainly showing the control contents of the automatic transmission when the automatic transmission is controlled by the automatic transmission control device, which mainly shows the control contents when the automatic transmission is dismounting, among the control contents of the transmission. FIG. 28(m) is a flowchart showing the control contents as a modification of the control at the time of dismounting in FIG. 28(ii), and FIG. 29(i) shows the control contents of the automatic transmission by the automatic transmission control device. Flowchart showing the control contents of the main control during sudden braking, Part 2
Figure 9(n) is a flowchart showing the control contents of the interrupt control performed by the 20m5 timer interrupt for the main control.
Figure 9 (iii) is a map for determining the time data used for this 201113 timer interrupt control, and Figure 30 is a map for determining the time data used for this 201113 timer interrupt control.
31 (i) to (iv) are maps for setting control parameters for normally controlling the automatic transmission 32 to change speeds during cruise mode control, which is a speed change shock reduction control and a map for setting control parameters for normally controlling the automatic transmission 32 to change speeds. 31(i) is a flowchart mainly showing the content of shock reduction control when upshifting from 1st gear to 2nd gear, and FIG. 31(n
) is a flowchart showing the contents of shock reduction control when upshifting from 2nd speed to 3rd speed, FIG.
i) is a flowchart showing the contents of shock reduction control when upshifting from 3rd gear to 4th gear, and Figure 31 (
iv) is a flowchart showing the contents of 5as interrupt control for these controls, and FIGS. A flowchart showing the control contents when determining according to the rotation state of the
32(i) to (vi) are time charts showing shift shock reduction control, and FIGS. 33 to 36 are maps used for shift shock reduction control. 1.--Vehicle engine control device, 2.-Manual operating means, 3.-- Running state designation unit as driving state designation means, 4.-11 Target acceleration setting unit as target acceleration setting means, 5-・-Vehicle speed detection means, 6...Target vehicle speed setting section (1" vehicle speed setting section) as a means for setting the target vehicle speed
, 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... Arrival detection unit as an arrival detection means,
12-...A running state switching section as a running state switching means;
13...engine, 14...depression amount detection section, 15-
Accelerator switch, 16-Brake switch, 17...
--Shift selector switch, 18--O1~cruise switch (acceleration command means), 18a--Main lever, 19--Vehicle weight detection unit (including air suspension air pressure detection device), 20-- Intake air amount detection section, 2
1-engine rotation speed detection section, 22...-output shaft rotation speed detection section, 23...gear stage detection section (gear stage detection means)
, 24...-Vehicle speed/acceleration detection section, 25.--Control section, 2
6.-Throttle valve rotation part, 27.-Accelerator pedal (
28 - Brake pedal (running state changing means), 30 - Suction 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 unit, 39--Actuator motive Part, 40... Throttle valve actuator, 41
- Throttle valve opening detection section, 42 - Right rear wheel speed detection section, 43 - Left rear wheel speed detection section, 44 - Vehicle speed/acceleration calculation section, 45 - Acceleration switch (driving state change means), 46... changeover switch (running state switching operation means and running state changing means), 47-- throttle switch, 48-- target vehicle speed changing switch, 49-- steering column, 50-- power supply, 51 ...Vehicle longitudinal acceleration sensor (G sensor), 101. - Automatic transmission control device, 102- Vehicle speed comparison and determination means, 1°3-.- Acceleration comparison and determination means, 104...-1-Luke comparison and determination means, 105- Engine speed comparison and determination means, 106- Shift Change control measures.

Claims (1)

[Claims] a constant vehicle speed control means and an acceleration/deceleration control means capable of controlling the constant vehicle speed running and acceleration/deceleration of the vehicle by setting the throttle opening of the engine based on the target vehicle speed and target acceleration of the vehicle; an engine output adjustment means that can adjust the engine output while adjusting the throttle valve according to the throttle opening set by the vehicle speed control means and the acceleration/deceleration control means; and an engine output adjustment means that can appropriately switch gears based on the rotational state of the engine, etc. and a gear position detecting means capable of detecting a set gear position of the automatic transmission;
When the gear stage detecting means detects that an upshift command from 2nd speed to 2nd speed has been issued, the constant vehicle speed control means and the acceleration An automatic travel control device for a vehicle, characterized in that the throttle valve is temporarily adjusted to a smaller opening than the throttle opening set by the deceleration control means.