JPH02144231A - 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 [Field of Industrial Application] The present invention relates to an automatic vehicle travel control device suitable for use in automobiles.

[Prior Art] Conventionally, devices have been devised to control a vehicle engine in order to automatically control the running speed of a vehicle, and this type of control includes constant speed running control, acceleration or deceleration running control, etc. 1. It is conceivable to perform constant vehicle speed traveling control according to the set vehicle speed under normal conditions, and perform acceleration or deceleration traveling control when the set vehicle speed is changed or when acceleration or deceleration travel is desired.

[Problems to be Solved by the Invention] Incidentally, in order to automatically control a vehicle, transmission control is important as well as engine control, and it is conceivable to control the engine and automatic transmission in conjunction with each other. In particular, shift shock, which is likely to occur due to torque fluctuations during upshifts in automatic transmissions, has the problem of deteriorating ride comfort, so we would like to suppress this by controlling the engine throttle valve in conjunction with the automatic transmission. .

The present invention was devised in view of the above-mentioned problems, and is capable of suppressing shift shock in an automatic transmission by appropriately controlling an engine during gear shifting. The purpose is to provide automatic driving control devices for vehicles.

[Means to solve the problem] For this reason, the automatic travel control device for a vehicle of the present invention.

Based on the vehicle's target 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 traveling 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. An engine output adjusting means capable of adjusting engine output while adjusting a throttle valve according to the engine speed.

The automatic transmission is equipped with an automatic transmission capable of appropriately switching gears based on the rotational state of the engine, and a gear detection means capable of detecting a set gear of the automatic transmission, and the automatic transmission is configured to switch from second to third gear. When it is detected by the gear shifting means L that an upshift command has been issued, the above constant vehicle speed 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 control means and the acceleration/deceleration control means.

[Work] In the automatic travel control device for a vehicle of the present invention described above.

The engine output adjustment means adjusts the engine output based on the throttle opening set by the constant vehicle speed control means and the acceleration/deceleration control means in accordance with the target vehicle speed and target acceleration of the vehicle. When the gear position detecting means detects that an upshift command to the third gear has been issued, the constant vehicle speed control described in 2. Temporarily set the throttle valve to a smaller opening than the throttle opening set by the acceleration/deceleration control means and the acceleration/deceleration control means! I! II! And upshift 1~
Suppresses fluctuations in output torque when

[Examples] Examples of the present invention will be described below with reference to the drawings.
1 to 36 show an automatic travel control system for a vehicle as an embodiment of the present invention.

The automatic travel control device of the present invention includes a vehicle engine control device J and an automatic transmission control device 101.
Among the figures, FIGS. 1 to 7 show the configuration of one apparatus.

First, the overall configuration 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 diagram showing the vehicle engine control device 1 of this device. FIG. 2 is a specific overall configuration diagram.

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, auto cruise switch 18, etc. correspond to this.

Reference numeral 3 denotes a running state specifying means, and specifically, the running state specifying section of the control section 25 shown in FIG. 2 corresponds to this. This driving state specifying means 3 is a transmission (automatic transmission 32 in FIG. 2).
) corresponds to the output of the engine 13 to the driving wheels 33.34
(see FIG. 2), and the accelerator pedal 27 (see FIG. 2) and the accelerator pedal 28
(See FIG. 2) are both in the released state, and by operating the manual operation means 2, one of the constant speed running state, the accelerated running state, and the decelerated running state can be specified. In other words, when the manual operating means 2 meets the conditions for traveling at a constant speed, it specifies the constant speed traveling state, and when the manual operating means 2 meets the conditions for accelerating traveling, it specifies the accelerated traveling state, and the manual operating means 2 specifies the accelerated traveling state. When the conditions for decelerating travel are met, the decelerating traveling state is specified. 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.

Reference numeral 6 denotes a target vehicle speed setting means (target vehicle speed setting means), which corresponds to the target vehicle speed setting section 1 of the control section 25 shown in FIG. The target vehicle speed setting means 6 sets the speed at which the vehicle will run after acceleration when the designation in the driving state designation means 3 switches to acceleration, and sets the speed at which the vehicle will run after deceleration when the designation changes to deceleration. The speed at which the vehicle should travel is set. Setting by the target acceleration setting means 4 is performed so that the target acceleration changes in response to changes in vehicle speed.

7 is an engine output adjusting means for adjusting the output of the engine 13 based on a variable control amount, and specifically, the throttle valve rotating part 26 and the throttle valve 31 shown in FIG. Specifically, the variable control amount corresponds to the control amount sent from the control section shown in FIG.

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 allows the vehicle to maintain accelerated driving at the acceleration set by the target acceleration setting means 4 when the driving state specifying means 3 specifies accelerated driving.

The control amount of the engine output adjustment means 7 for adjusting the output of the engine 13 necessary for this purpose 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 the [1 target vehicle speed], and a vehicle speed comparison and determination means 102 that compares the actual vehicle speed with the actual acceleration and the preset speed. Acceleration comparison/determination means 103 for comparing the reference acceleration
and a torque comparison/judgment means 104 that calculates the actual output 1-lux and compares it with the maximum torque at the current engine speed, and calculates the engine speed when downshifting from the current gear and compares it with a predetermined value. Engine rotation speed comparison and determination means 105
and a shift change control means 106 that appropriately issues a shift change command to the automatic transmission 32 based on the information from these determination means 102 to 105.

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 a depression amount detection section 14, an accelerator switch 15, a brake switch 1G, a shift selector switch 17, an auto cruise switch 18, a vehicle weight detection section 19,
Intake air amount detection section 20, engine rotation speed detection section 21, output shaft rotation speed detection section 22, gear stage detection section (gear stage detection means) 23, vehicle speed/acceleration detection section 24, each detection section and a control section 25 that outputs a control signal based on input signals from the switches 14 to 24; a throttle valve rotating section 26 that receives the control signal from the control section 25 and drives the throttle valve 31; The vehicle body longitudinal direction acceleration sensor (G sensor) 51 directly detects the acceleration of the vehicle body.

Each of these constituent parts will be explained below.

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

The accelerator switch 15 is turned ON and 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 ON state when the accelerator pedal 27 is depressed.
The state becomes FF.

The brake switch 16 is turned ON and OFF in conjunction with a brake pedal 28 that manually operates a brake (not shown) for braking the vehicle, and is turned ON and OFF when the brake pedal 28 is depressed.
When the brake pedal 28 is in the N state and the brake pedal 28 is not depressed, it becomes the OFF state.

The shift selector switch 17 is the shift selector 29
The operating state of the automatic transmission 32 that is artificially designated by is output as a digital signal, and the operating states indicated by the shift 1 selector switch 17 include N range when in neutral, P range when parked, There is a D range during automatic transmission driving, an L range when the automatic transmission 32 is held at the first gear, and an R range when traveling in reverse.

The auto cruise switch 18 is for artificially specifying 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. The acceleration switch 4 is protruded from the
5 and a main lever 1 that functions as 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 target vehicle speed change switch 48 attached so as to be rotatable about the main lever 18a. Details of this auto cruise switch 18 will be described later.

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

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

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

The output shaft rotation speed detection unit 22 is provided on the output shaft (not shown) of the torque converter (not shown) of the automatic transmission 32, detects the rotation speed of the output shaft, and converts this detected value into a digital value. Output with . Note that 33 and 34 are a left front wheel and a right front wheel that 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 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. Based on the left rear wheel speed detection section 43 that detects the wheel speed of and outputs this detected value as a digital value, and the digital values output from these right rear wheel speed detection section 42 and left rear wheel speed detection section 43. It is comprised of a vehicle speed/acceleration calculation unit 44 that calculates the actual vehicle speed and actual acceleration of the vehicle.

The control unit 25 includes a driving state specifying unit 3, a target vehicle speed setting unit 6, a target vehicle speed change control unit 6a, a constant vehicle speed control unit 8, an acceleration control unit 9, a deceleration control unit 10, and a target vehicle speed change control unit 6a. 11, and a driving state switching part (driving state switching control part) 12, and each control part sets an appropriate throttle opening according to the designation by the driving state specifying part 3.

That is, 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 section 39 that outputs a drive signal for rotating the throttle valve 31 to a set opening degree based on a signal from the actuator drive section 25; Consisting of a throttle valve actuator 40 and a throttle valve opening detection section 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 section 39. has been done. In addition, Scott 1
- The 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 longitudinal acceleration sensor 51 is a so-called G sensor that can detect whether there is a change in the longitudinal acceleration of the vehicle body, and does not detect a detailed acceleration value, but rather uses 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 18a around the steering column 49, and here, it is switched to the four positions of hard, double and double as shown in FIG. Each position takes an ON state.

When the acceleration switch 45 is in the park position, the vehicle travels at a constant speed at the specified speed, and when it is in the l1m-11J position, the vehicle travels at an accelerated speed at each target acceleration. In particular, the target acceleration increases as the vehicle changes from old → times → group, and the position ■ is set for slow acceleration driving, the position ``time'' is set for medium acceleration driving, and the position ``group'' is set for 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 hard position, the changeover switch 46 switches between constant speed driving and decelerated driving. In other words, if you operate this changeover switch when the acceleration switch 45 is in the open position and the vehicle is traveling at a constant speed,
When the changeover switch is operated while the acceleration switch 45 is in the 1st position and the vehicle is decelerating, the deceleration is changed to the constant speed.

On the other hand, when the acceleration switch 45 is in the 2nd or 2nd position, the changeover switch 46 switches between accelerated driving and constant speed driving. In other words, if the changeover switch is operated while the acceleration switch 45 is in the 9th or 9th position and the vehicle is accelerating.

Switching from accelerated driving to constant speed driving - When this changeover switch is operated when the acceleration switch 45 is in the same, 1, or 3 position and the vehicle is traveling at a constant speed, the vehicle changes from constant speed driving to accelerated driving. Change.

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

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

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

Furthermore, when the throttle switch 47 is in the open or (3) position, the accelerator pedal 27 and the throttle valve 31
There is no direct mechanical relationship between the two, and the control is as follows.

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

When the throttle switch 47 is in the horizontal position, when the brake pedal 28 is depressed to decelerate and then released, the accelerator pedal 27 is then depressed, unless the vehicle is being stopped. mosquito,
Until accelerated driving or decelerated driving is specified by operating the acceleration switch 45 or the changeover switch 46, the opening of the throttle valve 31 is controlled to maintain the vehicle speed at the time when the brake pedal 28 is released and travel at a constant speed. It will be done.

The target vehicle speed changeover switch 48 is for changing the set value of the target vehicle speed when driving at a constant speed. direction]
When the switch 48 is turned to the ON state, when the switch 48 is released, the switch 48 is turned on.
automatically returns to its original position (neutral state shown in FIG. 6) and becomes OFF state. Then, when this target vehicle speed changeover switch 48 is operated to the (+) side ON state, this ON state is
The target vehicle speed increases in proportion to the duration of the state, and (-
) side, the target vehicle speed will decrease in proportion to the duration of this ON state.

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

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

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

Then, the auto cruise switch 18 is configured. Acceleration switch 45. Changeover switch 46. Respective contacts of the throttle switch 47 and the target vehicle speed change switch 48 are connected to each input side of the buffers BU1 to BUIO of the control section 25.

Note that the numbers 4 to 4 attached to each contact point of the acceleration switch 45 in FIG. 7 correspond to the positions in FIG. 6, and the contact (ON) of the changeover switch 46 is 1
It comes into contact when you pull 8a toward you to turn it on. In addition, the code number ~l attached to each contact of the throttle switch 47
corresponds to position opening ~(3) in FIG. 6, and the (+) and (-) marks attached to each contact of the target vehicle speed change switch 48
The target vehicle speed change switch 48 is set to ( in FIG. 6).
This is a contact that comes into contact when rotated to the +) side or the (-) side.

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

For example, when the contacts are in the connected state as shown in FIG. 7, a low level digital signal is applied to the input sides of the buffers BUI and BU7 of the control unit 25,
A high level digital signal is applied to the input sides of BU8 to BUIO.

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

8 to 18 are flowcharts showing the details of control by this engine control device.

Of these, FIG. 8(i) is a main flowchart showing the main contents of this control, and the control is performed at a constant control period (control cycle) according to this main flowchart.

This control cycle is a predetermined time Ta plus a time (T
a+Td).

Note that since the control delay due to inertia differs for each gear, the loss time Td is determined for each gear. Further, the predetermined time Ta in this case is a fixed time or a value corresponding to the engine rotation speed.

Then, periodically interrupt this main flowchart,
Interrupt control as shown in FIGS. 8(i) to (iv) is performed.

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

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

Furthermore, FIG. 8(iv) shows an interrupt control (hereinafter referred to as third interrupt control) that similarly interrupts the control shown in FIG. 8(i) every 65 milliseconds and is performed preferentially. Yes, the vehicle speed
From the right rear wheel speed VARR detected by the right rear wheel speed detection section 42 of the acceleration detection section 24 and the left rear wheel speed VARL detected by the left rear wheel speed detection section 43, the actual vehicle speed VA and the actual acceleration DVA of the vehicle are determined. 12 is a flowchart showing the content of control for determining. This control is performed by the vehicle speed/acceleration calculation section 44.

Moreover, FIG. 8(V) and FIG. 8(vi) respectively show the contents of the fail-safe control for compensating for the error in the actual acceleration DVA obtained by the third interrupt control shown in FIG. 8(iv). It is a flowchart which shows.

In other words, in the third interrupt control, the vehicle speed/acceleration detection section 24
Although the actual acceleration DVA is calculated using the detected value, since the vehicle speed/acceleration detection unit 24 detects the speed of the vehicle based on the wheel speed, if bumps or rebounds occur on the axles 35 and 36 due to unevenness of the road surface, etc. There is a risk that incorrect vehicle speed data may be momentarily detected. Therefore, in order to prevent the actual acceleration DVA from being erroneously calculated based on vehicle speed data due to such bumps, rebounds, etc., the
V) fail-safe control is performed.

Here, fail-safe control is performed based on the detected value of an air suspension air pressure detection device (not shown) provided as one of the vehicle weight detection sections 19.

This is because when an error occurs in the wheel speed due to a bump or rebound, the air pressure of the air suspension changes at the same time, so changes in air pressure are used as a measure of the reliability of the measured value as the actual vehicle speed VA. There is.

Furthermore, the fail-safe control shown in FIG. 8(vi) directly detects the acceleration in the longitudinal direction of the vehicle body using the G sensor 51, and uses this detected data as a reference to determine whether or not there is an error in the value of the actual acceleration DVA. This is a control that processes as appropriate, such as bumps, rebuffs, etc.
This is a control that can broadly judge and process errors in acceleration values due to other causes, regardless of whether they are caused by an error in the acceleration value or the like.

FIG. 8 is a flowchart showing a procedure for setting vehicle weight data in the control section 25 based on the vehicle weight detected by the vehicle weight detection section 19.

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

FIG. 9 is a flowchart showing details of the throttle direct motion control performed in step A117 of FIG. 8(i), and this throttle direct motion control means that the accelerator pedal
The engine 13 is controlled by controlling the throttle valve 31 with respect to the accelerator pedal 27 in the same manner as if the throttle valve 31 and the throttle valve 7 are mechanically directly connected.

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

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

The target acceleration of the vehicle is determined based on the accelerator pedal depression amount ff1APs detected by the depression amount detection unit 14, the accelerator pedal depression amount change rate DAPS obtained by the control unit 22 based on this depression amount ff1APs, and the value of the counter CAPCNG. Then, the engine 13 is controlled by rotationally controlling the throttle valve 31 so that the engine output achieves this target acceleration.

FIG. 12 is a flowchart showing details of the auto cruise mode control performed in step C144 in FIG. At a certain time, the opening degree of the throttle valve 31 is controlled by the acceleration control section 9, deceleration control section 10, or constant vehicle speed control section 8 of the control section 25 based on the information of each detection section and each switch 14 to 24 in FIG. Set and throttle valve opening moving part 2
6 controls the engine 13 by rotating the throttle valve 31 to change the running state of the vehicle to accelerated running,
The vehicle runs at a reduced speed or at a constant speed.

FIG. 13 is a flowchart showing details of the changeover switch control performed in step E128 in FIG. , selector switch 4
6 and the switching by the driving state switching unit 12 of the control unit 25, the setting of the target vehicle speed by the target vehicle speed setting unit 6 of the control unit 25, and the target vehicle speed change control unit 6 of the control unit 25.
This is performed in connection with the change in the target vehicle speed due to step a.

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

This acceleration switch control refers to the setting of the target acceleration DvS2 that is performed in the target acceleration setting section 4 of the control section 25 in accordance with the switching position when the acceleration switch 45 is switched to the positions (1) to 3 in FIG. It is control. This target acceleration DVS2 is determined by the acceleration switch 45 or the changeover switch 4.
This is a target value of acceleration that becomes constant after the driving state designating unit 3 of the control unit 25 changes to accelerated driving and the vehicle starts accelerating by the operation of step 6.

FIG. 15 is a flowchart showing details of the deceleration control performed in step E131 of FIG. 12. This deceleration control is performed when the driving state designation unit 3 of the control unit 25 designates deceleration driving by operating the acceleration switch 45 and the changeover switch 46, and a negative target is set by the target acceleration setting unit 4 of the control unit 25. This control is to perform deceleration traveling at a deceleration that is closest to the acceleration (that is, the target deceleration) and is realizable, and is mainly performed by the deceleration control section 10 and the target acceleration setting section 4 of the control section 25.

FIG. 16 is a flowchart showing details of the target vehicle speed control performed in step E133 in FIG. Part 3
The vehicle's speed is maintained to match the speed when the designation becomes constant speed driving. Target vehicle speed Target value of driving speed is 4! This is for changing the vehicle speed using the vehicle speed change switch 48.

This is mainly carried out in the constant vehicle speed control section 8t of the control section 25.

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

FIG. 18 is a flowchart showing details of the control for determining the target acceleration DVS, which is performed in step J115 of FIG. 16. This target acceleration DVS4 is determined by the control unit 25
This is the target value of the acceleration of the vehicle for maintaining the traveling speed of the vehicle to match the target vehicle speed when the driving state designation unit 3 designates constant speed driving.

19 to 26 are graphs showing the correspondence between the parameters of the map used for controlling the engine control device 1 in the automatic travel control system for a vehicle and the variables read out corresponding to these parameters.

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

Figures 28 to 30 show the control of the automatic transmission 32 by the automatic transmission control device 101, of which Figures 28 (i) to (iii) show during constant speed control in auto cruise mode control. 28 is a flowchart showing downshift control performed when it is impossible to maintain the vehicle speed by engine control alone, for example, when climbing or descending (downhill), and is a flowchart showing downshift control performed when it is impossible to maintain the vehicle speed by engine control alone, for example, when climbing or descending (downhill). By continuing the procedure, one cycle of downshift control is performed.

This downshift control is interrupt control every 20as, and FIG. 28(i) mainly corresponds to the control when climbing up, and FIG. 28(n) mainly corresponds to the control when descending. Moreover, FIG. 28(iii) shows a modification of the control at the time of dismounting in FIG. 28(ii).

Furthermore, FIGS. 29(i) to (iii) show downshift control of the automatic transmission 32, which is performed to apply engine braking and quickly decelerate when sudden braking is performed by the brake pedal 28. Figure 29 (
i) is a flowchart showing the control contents of main control, FIG. This is a map for obtaining time data used for this 20m5 timer interrupt control.

Note that these downshift controls are performed based on the actual vehicle speed VA and actual acceleration DVA detected by the vehicle speed/acceleration detection section 24, the target vehicle speed VS set by the target vehicle speed setting section 6, and the actual vehicle speed VS detected by the engine rotation speed detection section 21. Current engine speed DR
The downshift control 101 performs the downshift control based on data such as PM and the currently used gear detected by the gear detecting section 23.

FIG. 30 is a map showing a setting example of the pseudo-depression IsFTAPS used as a control parameter for controlling the automatic transmission 32 to shift normally when performing auto-cruise mode control with the accelerator pedal 15 released. .

Furthermore, FIGS. 31 to 36 relate to shift shock reduction control when changing the shift of the automatic transmission 32. This shift shock reduction control reduces the shock caused by the shift of the automatic transmission 32 by the throttle opening fl' of the engine 13.
By temporarily reducing TII, fluctuations in the output shaft torque of the automatic transmission 32 are suppressed to reduce shocks that tend to occur during gear shifting.

Of these, FIGS. 31(i) to (vii) all show the control contents, and in particular, FIGS. 31(i) to (iv) show the control contents in which the timing of the start of closing of the throttle valve 31 is determined by a timer. FIG. 31(i) is a flowchart showing mainly shock reduction control during amplifier shift from 1st to 2nd speed, and shock reduction control during upshift from 2nd to 3rd speed shown in FIG. 31(i). There are shock reduction control and shock reduction control at the time of upshifting from 3rd speed to 4th speed as shown in FIG. 31 (in), and these controls are performed continuously in one control cycle.

In addition, for these controls, the 5m
The time count value of s interrupt control is used.

31(V) to (vii) are flowcharts showing control details for determining the timing of starting closing of the throttle valve 31 according to the rotational state of a kickdown drum (K/D drum), not shown. Figure 31(v)
mainly relates to shock reduction control when upshifting from 1st speed to 2nd speed and shock reduction control when upshifting from 2nd speed to 3rd speed, and Fig. 31 (vi) shows 3
Regarding shock reduction control when upshifting from 4th to 4th speeds, Fig. 31 (vii) relates to throttle opening settings in each shock reduction control, and Fig. 31 (v)
The controls in (vii) to (vii) are performed continuously in one control cycle. Note that these controls are also shown in FIG. 31 (iv
) is used as the time count value for the 5 ms interrupt control. 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.

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

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

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

This control will be explained below.

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

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

Among these interrupt controls, the first interrupt control is performed by the control unit 2.
5, which is interrupt control regarding the counter CAPCNG as described above.

That is, immediately after the control by the engine control device 1 is started, the counter value CAPC is
Since NG has been reset and the value of CAPCNG is set to O, if the value obtained by adding 1 to CAPCNG is set as a new CAPCNG in step A118, the value of CAPCNG here becomes 1. Therefore, in the next step A119, the condition of CAPCNG=1 is satisfied, and the process proceeds to step Al2O. Then, in this step Al2O, the value obtained by subtracting 1 from CAPCNG (that is, 0) becomes the new value of CAPCNG.

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

The second interrupt control is a control performed by the control section 25, and here, based on the accelerator pedal depression of 1 APs detected by the depression amount detection section 14, the rate of change DAPS of this depression amount APS is determined. .

Furthermore, the value of accelerator pedal depression ffi APS is as follows:
A voltage proportional to the amount of depression of the accelerator pedal 27 is output from the potentiometer 37 of the amount of depression detection section 14 that is linked with the accelerator pedal 27, and this output voltage is applied to the amount of depression detection section 1.
This value is obtained by being converted into a digital value by the A-D converter 38 of No. 4.

In this second interrupt control, the accelerator pedal depression amount A))S is input in step 812.

In the next step A122, the difference I APS - APS' l between the input APS value and the accelerator pedal depression ff1A)) S' that was input 100 milliseconds ago and stored in the same manner is determined. It is calculated as the value of DAI)S. This interrupt control is repeated every ]-0 milliseconds, so the value of APS, Alas' and I) APS is 1
Updated every 0 milliseconds.

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

When this third interrupt control is started, first in step A123, the wheel speed of the right rear wheel 36 detected by the right rear wheel speed detection section 42 is input as VARR, and then in step A124, the wheel speed of the right rear wheel 36 is inputted as VARR. The wheel speed of the left rear wheel 35 detected by the rear wheel speed detection section 43 is input as VARL.

Next, in step A125, V A RR and VAR
The average value of L is calculated and stored as the actual vehicle speed VA of the vehicle. In the next step A126, the actual vehicle speed VA calculated in step A125 and the actual vehicle speed VA calculated in the same way and stored in the interrupt control 390 milliseconds before the current interrupt control are compared.
'The amount of change VA-VA' is calculated as the actual acceleration DV, AGs.

Then, in step A127, the average value VAA of VA and VA', and the actual vehicle speed VA'' which was similarly calculated and stored in an interrupt control 65 milliseconds before the interrupt control in which VA was calculated. The change ff1VAA-VAA' between VA"' (calculated and stored 390 milliseconds before VA") and the average value VAA' is calculated and stored as the actual acceleration DVA, .

Furthermore, in step A128, step A127
Actual acceleration DVA□, calculated by . and DVA□, which was calculated in the same way by the previous interrupt control. the latest four DvA1]. Which average value is the actual acceleration DVΔ
Calculated as iso.

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

DVA, , and DVA, . Since this third interrupt control is performed every 65 milliseconds, each part is updated every 65 milliseconds.

Among these actual accelerations, D A V, is calculated based on the two actual vehicle speeds (VA, VA') as described above, so it has the highest ability to follow changes in the actual vehicle acceleration. On the other hand, when an error in one actual vehicle speed increases due to disturbances, etc., the influence is large and stability is low. On the other hand, DAV,
,, is, 4 actual vehicle speeds (VA, VA',
Actual acceleration DA calculated based on VA", VA"')
Since it can be found using five V□3°, D V Ass
On the contrary, although it is less affected by disturbances and has high stability, it has low followability. Also, DAv□3o is D A Vss and D
AV... Which has intermediate stability and trackability.

Here, to explain the contents of the fail-safe control performed to compensate for the error in the actual acceleration DVA obtained by the third interrupt control, as shown in FIG. 8(v), first, in step Nl0I, , whether the change in the detected value (degree of change in air pressure) detected by the air pressure detection device of the air suspension (air suspension) provided as a part of the vehicle weight detection unit 19 is larger than a preset reference value. is judged.

If the change in the detected value is not larger than the reference value, it is determined that there is no error in the measured value as the actual vehicle speed VA, and the process proceeds to step N108, where the value of the flag I14 is set to 0.
After that, the process advances to step N109 and the timer (TMA
') and proceeds to step N110. In this step Nl 10, each actual acceleration (DVA, , DVA
,,. , DVA, . . ) are calculated as usual, ie according to steps A126-A128 as described above.

However, if the detection/value change continues to be not larger than the reference value from the stage before this fail-safe control, the value of the flag Lm is O from the beginning, and the timer (TMA') is also It is already in the reset state.

Note that the flag 114 has a value of 1, which indicates that the change in the air pressure of the air suspension is already larger than the reference value. Moreover, the timer TMA' counts the continuous time when the state in which the air pressure of the air suspension continues to have a large change.

On the other hand, if the change in the detected value is larger than the reference value, it can be determined in step Nl0I that an error has occurred in the measured value as the actual vehicle speed VA. In this case, first step N10
2, it is determined whether the value of flag Ii4 is 1 or not.

Now, suppose that the change in air pressure of the air suspension becomes larger than the standard value for the first time, the value of flag Ii4 is still 0, so proceed to step N103 and set the value of flag Ii4 to 1.
After that, in step N104, the timer TMA' starts counting. Then, in step N105,
Each actual acceleration (DVA59.DVA□,.,DvAlls
Stop the calculation of step (o), and store each calculated value (final calculated value) calculated immediately before as output data.

Next, the process proceeds to step N106, where the control cycle is reset. This resetting of the control cycle refers to FIG. 8 (i
) in the initial state, that is, step A.
The purpose is to return to the 10I stage and start control anew. After this, the process proceeds to step N107.

In addition, if the change in air pressure of the air suspension is determined to be larger than the reference value in the previous control, flag I1 is set.
Since 4 is 1, it is determined in step N102 that the value of flag Li is 1.

In this case, steps N103 to N1.06 are jumped and the process directly proceeds to step N107.

Proceeding to step N107, it is determined whether the count value of timer TMA' is larger than a predetermined value tc. Here, the count value TM8 is a continuous period of time in which the change in the air pressure of the air suspension is greater than the reference value. Further, the predetermined values t and C are reference times, and are set to, for example, about 750 m5 as values that are appropriately larger than the natural vibration period of the suspension of the vehicle.

The determination made in step N107 is whether the change in the air pressure of the air suspension is due to a bump or rebound of the wheels, or is due to an actual change in vehicle speed. In other words, if the change in the air pressure of the air suspension is caused by bumps, rebounds, etc. of the wheels, the changes will be resolved once the bumps, rebounds, etc. have subsided after approximately the reference time tc has elapsed. Therefore, conversely, if the state in which the change in air pressure is greater than the reference value continues for longer than the reference time tc, it can be determined that the air pressure in the air suspension continues to change due to an actual change in vehicle speed.

That is, if the count value tTMA' of the timer TMA' is larger than the predetermined value tc, it can be determined that the change in air pressure is due to an actual change in the vehicle speed, and that the calculated actual acceleration data can be adopted, and the count value of the timer TMA' worth T
If MA' is a predetermined value and is not larger than C, there is a possibility that the change in air pressure is caused by a bump or rebound of the wheel, and it can be determined that the actual acceleration data cannot be used.

In step N107, if it is determined that the count value tTMA' is not greater than the predetermined value C, this control is terminated; conversely, if it is determined that the count value tTMA' is greater than the predetermined value tc, the process proceeds to step N408. Go ahead, Flag I
After setting the value of 14 to 0, the timer (
TMA') is reset, and the process proceeds to step N110, where each actual acceleration (DVA, , DVAl, ., DVA,
s, ) is calculated as usual according to steps A126-A128.

Note that the fail-safe control performed to compensate for the error in the actual acceleration DVA shown in FIG. Actual acceleration DV determined by interrupt control in step 3
The contents of another fail-safe control performed to compensate for the error in A will be explained. In this control as well, in the initial state, the flag 115 is set to O, and the timer TMA'' is reset to a stopped state at O.

Note that the value of flag I indicates that an error was recognized in the value of the actual acceleration within a reference time from the current value before the previous control cycle by having a value of 1.

In addition, the timer TMA' is set to a count value tTMA' which measures the elapsed time since a change larger than the reference value occurred in the actual acceleration.
It is counted as ゛.

First, in step N201, it is determined whether the flag I is set to 1 or not.

If the flag I□ is 1, proceed to step N2O3, but if no error is recognized in the actual acceleration value until the previous fail-safe control, or an error is recognized in the actual acceleration value during the previous fail-safe control. However, after that, the reference time t
If no error is recognized in the value of the actual acceleration for more than c', the value of the flag its is 0, so in step N201, the flag I is determined not to be 1, and the process proceeds to step N2O2. move on.

In step N2O2, it is determined whether or not the actual acceleration has changed more than the reference value in the current control cycle.

If the actual acceleration has not changed significantly from the reference value, there is no need to perform any special fail-safe operation, and the process proceeds to step N211, where each actual acceleration (DVAGs,
DVA... , DVA, io) as usual, that is, in accordance with steps A126 to A128 as described above, and the current control ends.

If the actual acceleration has changed more than the reference value, the process proceeds to step N2O3, where it is determined whether the output value from the G sensor (body longitudinal acceleration sensor) 51 has changed more than the reference value.

If the output of the G sensor 51 changes by more than the reference value, the actual acceleration has actually changed more than the reference value, and the actual acceleration data can be trusted, so the process advances from step N2O3 to step N211, and each actual acceleration ( DVA,,,DV
Calculate A, , DVA, , ) as usual,
Finish this control.

If it is determined in step N2O3 that the output of the G sensor 51 does not change by more than the reference value, it means that the actual acceleration data has changed even though the actual acceleration has not changed much than the reference value. It can be determined that some kind of error has occurred in the data for calculating the acceleration value, and this actual acceleration data is determined to be unreliable, and the process proceeds to step N2O4.
The flag (1) is set to 1, and in the following step N2O5, the timer TMA's run 1- is started.

Furthermore, in the following step N206, each actual acceleration (DVA
,,DVA,,. , DVA, sO), and
Each calculated value (final calculated value) calculated immediately before is stored as output data.

Subsequently, the process advances to step N207 to reset the control cycle. This resetting of the control cycle refers to FIG. 8 (i
) in the initial state, that is, step A.
The process returns to step 101 and starts control anew.

In this way, the current control cycle ends.

In this way, when it is determined that some error has occurred in the value of the actual acceleration, in the subsequent control cycle, step N2
At 01, flag 5 is determined to be 1, and the process proceeds to step N2O3.

In step N2O3, it is determined whether the value of the count value tTMA'' is greater than the reference time tc'. The reference time tc' is determined by the fact that if any error occurs in the calculation data of the actual acceleration, this influence will affect each actual acceleration (D V A
, , DV Ata. , DVAaso) (7) This is set in advance as the time until it no longer falls short of the calculated value.

The count value and the value to TM8 are the reference time. ′, it is still the calculated value of the actual acceleration.

Since there is a risk of data errors having an influence, the current control ends without calculating the actual acceleration in steps A126 to A128. In addition, each actual acceleration (DVA,...
, DVAL3. , DVA, , ), step N
The value stored in step 206 is used.

After several control cycles have passed since it was determined that some error occurred in the actual acceleration value, the count value tTMA
'' becomes larger than the reference time 1c/, in step N209, flag 10. Assuming the value of 0,
In step N210, the timer TMA'' is reset to 0, and the process proceeds to step N211.

In step N211, calculation of the actual acceleration in steps A126 to A12B is restarted, but in order to input new data from this control period and calculate it, new actual acceleration (DVA, . . . , DVA) is calculated after this control period. !3゜,
Step N2 is performed until the value of DVA, , , ) is calculated.
Use the value stored in 06.

The fail-safe control shown in FIG. 8(vi), which is performed to compensate for the error in the actual acceleration DVA, is also repeated at predetermined time intervals (however, the time period is suitably shorter than the reference time tc').

In this way, when it can be determined that the actual acceleration data is reliable, the actual acceleration is calculated in a predetermined manner and the current actual acceleration data is adopted. 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 DVA (DVA, s.

DVA13. , DVA, SO), the newest one (the final calculated value) is used from among the appropriate data that has already been calculated.

On the other hand, in the main flow of steps Al0I to A117 in FIG. 8(j), step Al0L is followed by step Al0L.
At O2, the timer TMB for determining the timing to open and close the throttle valve 31 starts counting time, and the process advances to the next step AlO3.

In step AlO3, the actual vehicle speed VA, the actual acceleration DVA, , DVA, .
. , DVA, , accelerator pedal depression amount APS detected by the depression amount detection unit 14, steps A121 to A
A calculated by the control unit 25 by interrupt control by 122
PS change rate DAPS, intake air amount AE detected by the intake air amount detection section 2o, engine rotation speed detection section 2
1, the vehicle weight W detected by the vehicle weight detection section 19, and the output shaft rotation speed detection section 2.
The rotational speed ND of the torque converter output shaft (not shown) of the automatic transmission 32 detected by 2 is inputted. Furthermore, in this step AlO3, together with this,
Accelerator switch 15, brake switch 16, shift selector switch 17 and auto cruise switch 1
8 acceleration switch 45. Changeover switch 46. Throttle switch 47. The contact information of each switch of the target vehicle speed change switch 48 and the used gear position information of the automatic transmission 32 detected by the gear position detection section 23 are taken in.

In the next step AlO4, flag I is set.

It is determined whether the value of is 1 or not. This flag (4) indicates, by having a value of O, that constant speed driving should be specified by the driving state designating section 3 of the control section 25. In this step AlO4, if the constant vehicle speed running state is specified, then ■. It is determined that l4 is not equal to 1, and the process proceeds to step A103. Conversely, if the constant vehicle speed running state is not specified, it is determined that l4=1, and the process proceeds to step A107.

Proceeding to step AlO3, it is determined whether the value of flag I3 is 1 or not. This flag 1. is the first
In the target vehicle speed control performed in step E133 in FIG. 2, the value O indicates that the control is performed after the vehicle speed almost matches the target vehicle speed for constant speed driving. Then, in this step AlO3, I
If it is determined that ,=1, proceed to step A107; if it is determined that l8=1 is not, proceed to step A10.
Proceed to step 6.

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

In step A107, the period TKz is set to step A]03
It is specified by the product of the reciprocal of the engine rotational speed NH inputted in and a preset constant value coefficient α. Therefore, when constant speed driving is specified by the driving state specifying unit 3 of the control unit 25, the throttle valve 31 is not opened or closed until the vehicle speed reaches the target vehicle speed during the target vehicle speed control.
The opening and closing of the throttle valve 31 is performed at a constant cycle when the control is performed after the vehicle speed substantially matches the target vehicle speed.

When the process advances from step A106 or step A107 to step AIO3, the time counted by timer TMB is compared with MB and I;
It is determined whether TMB>tK2.

In this step AlO3, if it is determined that tTMn>t is 2, the process advances to step A109, and tTHIN>
If it is determined that it is not L K2, proceed to step A11.
Proceed to step 2.

If t TMB > t K2, the current control cycle corresponds to the timing for opening and closing the throttle valve 31, so in step A109, the timer TMB is set in order to find the timing for the next opening and closing of the throttle valve 31. At the same time as resetting the value of tTMB to O, timer TMB starts counting time again in step All0, and flag I is set to 1 in step A111.
shall be. Note that this flag ■1□ is set in step A110.
A value of 1 indicates that this is a control cycle in which the timer TMB starts counting time again and then opens and closes the throttle valve 31.

Furthermore, if t TMB > t K2, it can be determined that the current control cycle does not correspond to the timing for opening and closing the throttle valve 31 (adjusting the engine output), so the value of the flag D□1 is set in step A112. Let it be O.

When the process advances from step A111 or step A11-2 to step A113, it is determined whether the shift selector 29 is in the D range based on the contact information of the shift selector switch 17 manually operated in step AIO3. Here, if it is determined that the vehicle is in the D range position, the process proceeds to steps A11 and 4, but if it is determined that it is not in the D range position, a complicated process based on the driving condition of the vehicle etc. Since no control is required, the process advances to step A117, where direct throttle control is performed.

When the process proceeds to step A14, it is determined whether or not the throttle switch 47 of the auto cruise switch 18 is in the position shown in FIG.

When the throttle switch 47 is in the 1st position, the throttle valve 3] is operated in the same manner as if the accelerator pedal 27 and the throttle valve 31 were directly connected mechanically, so go to step A]17. On the other hand, if it is determined in step A114 that the throttle switch 47 is not in the 9th position, the process advances to step A115. In step A115, step 81
The engine speed NE entered in 03 is the engine 13
WJ is determined whether NE<NK with respect to a reference value NK that is preset slightly lower than the idle rotation speed after the completion of the warm-up operation.

If it is determined that N E <N, the process advances to step A117 and throttle direct motion control is performed.

If it is determined that NE<NK is not true, step A1
The process advances to step 16, where non-direction control of the throttle is performed.

Therefore, during the period when the engine 13 rotation speed rises from the engine stop state to the steady state rotation speed when the engine is started, or when the engine rotation speed decreases due to the unstable operating state of the engine 13 for some reason, , the throttle valve 31 operates in response only to the movement of the accelerator pedal 27, and the engine 13 is controlled.

When the non-linear throttle control in step A116 or the direct throttle control in step A117 is completed, one control cycle is completed, and the process returns to step AlO3 to perform steps AlO3-Step A116 or A described above.
The control at 117 is repeated. Therefore, each detected value and each contact point information are updated and input in step AlO3 for each control cycle, and the above-described control is performed based on this detected value and contact point information.

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

That is, first, at step BIOI in FIG. 9, using the accelerator pedal depression amount APS as a parameter, from map #MAPS shown in FIG. 19, step A in FIG.
The throttle valve opening degree OTl(D) corresponding to the accelerator pedal depression amount APS inputted in lO3 is read out and set, and the process advances to step BIO2.

In step B102, it is determined whether the value of the aforementioned flag Ill is 1 or not. If it is determined that I,1=1, the current control cycle corresponds to the timing for opening and closing the throttle valve 31, so step B10 is performed.
After proceeding to step 3 and opening and closing the throttle valve 31, the direct throttle control in the current control cycle is ended. On the other hand, if it is determined that step □1 is not 1, the current control cycle does not correspond to the timing to open and close the throttle valve 31, so the throttle direct drive control in the current control cycle is ended without doing anything. do.

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

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

At this time, the opening degree of the throttle valve 31 is detected by the throttle valve opening degree detection section 41, and this detection result is fed back to the actuator drive section 39. Based on this detection result, the actuator drive section 39 controls the throttle valve opening degree. A rotational drive signal for the throttle valve 31 that causes the opening degree to be θTHD is continuously sent. Then, when the throttle valve opening detection section 41 detects that the throttle valve 31 has been rotated to such a position.

In response to this detection result, the actuator drive section 39 stops sending out a drive signal, and the throttle valve 31 stops at a position where the throttle valve opening is OTHD.

As described above, in the direct throttle control, the throttle valve opening degree OTHD is determined based only on the amount of depression of the accelerator pedal 27. Also, the throttle valve opening θT)I
D and the accelerator pedal depression amount APS are in a proportional relationship as shown in FIG. Therefore, the accelerator pedal 27
and the throttle valve 31 are mechanically directly connected, and the throttle valve 3 is opened in response to the movement of the accelerator pedal 27.
1 is activated.

Note that when the throttle valve 31 operates in this manner to open and close the intake passage 30, the amount of air taken into the engine 13 changes, and the amount of air detected by the intake air amount detection section 20 changes accordingly. The fuel control device (not shown) determines the engine 1 based on the engine 13 and the operating state of the engine 13.
The amount of fuel supplied to 3 changes. As a result, the amount of fuel that the combustion injection device (not shown) actually injects into the intake passage 30 changes, and the output of the engine 13 changes.
The throttle non-direct motion control in step A116 in FIG. 1(i) will be explained. This throttle non-direction control is the 10th
This is carried out according to the flowchart shown in the figure.

That is, first, in step C1ot, as shown in FIG.
) Based on the contact information input in step AlO3,
It is determined whether the contacts of the brake switch 16 are in the QN state.

At this time, the brake pedal 28 is pressed to brake the vehicle.
If the brake pedal 28 is not depressed, the contact of the brake switch 16 is in the ON state in step C101, and the process proceeds to step ClO2.If the brake pedal 28 is not depressed, the contact of the brake switch 16 is in the ON state. Since it is not, the process advances to step C113. Therefore, different control is performed when the brake pedal 28 is depressed and when it is not depressed.

When the brake pedal 28 is depressed and the process proceeds to step ClO2, the value of flag is set to 0 in step ClO2. This flag I7 has a value of O
This indicates that the brake pedal 28 was depressed in the previous control cycle. and,
Next, in step ClO3, it is determined whether the value of flag 2 is 1 or not.

This flag I2 indicates the brake pedal 2 as described below.
A value of 1 indicates that a sudden braking state in which the deceleration was greater than the reference value continued for longer than the reference time when the vehicle was decelerated by the brake (not shown) by stepping on the brake. .

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

If it is determined in step ClO3 that =1, the process directly proceeds to step C112, which will be described later; if it is determined that 2=1, the process proceeds to step ClO4.

Proceeding from step ClO3 to step ClO4, the eighth
Actual acceleration D input in step AlO3 in figure (i)
V A1. . 2 to a preset negative reference value,
DVAl,. It is determined whether or not <K. Actual acceleration DVA□,. takes a positive value when the vehicle is accelerating, and takes a negative value when the vehicle is decelerating, so the negative reference value is DVA for 2,...<K
2 is the same as determining whether the deceleration of the vehicle is greater than a preset reference value.

When sudden braking with a large deceleration is performed by the brake (not shown), the DVA works in step ClO4. <K
It is determined that the value is 2, and the process proceeds to step C107. If sudden braking is not performed, DvA13 at step ClO4.
．． It is determined that the value is not particularly 2, and the process proceeds to step ClO3.

Proceeding to step C107, it is determined whether the value of flag is 1 or not. This flag ■1 is the actual acceleration D
The timer TMA, which measures the duration of the state in which VA is smaller than the reference value by 2 (that is, the state in which the deceleration is larger than the reference value), indicates that the time is 1 to 1 and the value is 1. This is shown by

If timer TMA is already counting time,
(2) It is determined that 1=1, and the process advances to step C110.

If the timer TMA is not counting time, it is determined that I-count is not 1, and the process proceeds to step ClO3, where the value of the flag I-count is set to 1, and after the timer TMA starts counting time in step C109. Step C
Proceed to 110.

In step C110, the time t counted by the timer TMA and the preset reference time jKx
, it is determined whether trMA>t. If it is determined that tTMA>t, the process proceeds to step C111, where the value of flag 2 is set to 1, and then the process proceeds to step C112. On the other hand, if it is determined that t TMA > t K, the process directly proceeds to step C112-
Then, the value of the flag 2 remains 0.

On the other hand, in step ClO4, DVA13°<K2
If it is determined that this is not the case and the process proceeds to step ClO3, the deceleration due to the brake (not shown) is less than the reference value, and there is no need to count the time using the timer TMA. Therefore, in preparation for the case where counting by timer TMA is required, the value of flag 11 is set to 0 in step ClO3.
In step C106, the timer TMA is reset to 1 to stop counting the time, and the timer TMA is
After setting the value to O, the process proceeds to step C112.

By the control of steps ClO3 to C111, flag 1. The value of this flag is set to 1, but the value of this flag ■2 is set to 1.
When the value is set to 1, it will not change even if the deceleration becomes less than the reference value unless the value is set to O in any step other than steps ClO3-C111.

In step C1]-2, the control section 25 sends a signal to the throttle valve rotation section 26 to designate the minimum throttle valve opening that corresponds to the engine idle position. The throttle valve synchronization unit 26 receives the above signal, and its actuator movement unit 39 sends a body movement signal to the throttle valve actuator 40 to rotate the throttle valve 31 to the minimum throttle valve opening. In response to this, the throttle valve actuator 40 rotates the throttle valve 31.

At this time, the opening degree of the throttle valve 31 is detected by the throttle valve opening degree detection section 41, and this detection result is fed back to the actuator movement section 39 to perform feedback control. In other words.

Based on the detection result of the throttle valve opening, the actuator moving unit 39 sends an immediate action signal necessary for rotating the throttle valve 31 until it is confirmed that the throttle valve 31 has been rotated to a predetermined position. Continue sending. When the throttle valve opening detecting section 41 detects that the throttle valve 31 has been rotated to a predetermined position, the sending of the opening signal from the actuator housing section 39 is finished, and the throttle valve 31 is moved to the predetermined position. The vehicle comes to a stop, and braking force is generated by the engine brake.

As mentioned above, when the brake pedal 28 is depressed, the purpose is to decelerate the vehicle, so step 010 is performed.
After passing through the control steps 3 to C111, the throttle valve 31 is always maintained at the minimum opening degree that corresponds to the engine idle position, so that the vehicle is braked by the engine brake together with the brake (not shown).

If the brake pedal 28 is not depressed and the process advances from step C101 to step C113.

It is determined whether the value of the flag D is 1 or not.

This flag I7 indicates whether or not the brake pedal 28 was depressed in the previous control cycle as described above.
If the pedal is not depressed, the value is 1, and if the pedal is depressed, the value is O. Therefore, in step C113, it is determined whether or not this is the first control cycle after the brake pedal 28 is not depressed.

In this step C11-3, l7=1, that is, it is not the first control cycle after the brake pedal 28 is not depressed.

If it is determined that this is the case, the process proceeds to step C]-33.

Conversely, if l7 is not 1, that is, if it is determined that this is the first control cycle after the brake pedal 28 is not depressed, the process proceeds to step C114/\.

When the process advances from step C113 to step C114, various settings and judgments are made according to steps Cl], 4 to C118.

First, in step C114, the brake pedal 28
is not pressed, so there is no need for timer TMA to run the time from 1 onward. Therefore, the value of the flag 11 is set to 0 in preparation for counting again in the next and subsequent control cycles.

Then, in the next step C115, the brake pedal 2
8 is not depressed, the value of flag 7 is set to 1, and in step C116, for the same reason as step C114, timer TMA is reset to stop counting time, and the values of count time t and t14A are set to 0. .

Then, in step C117, the value of flag Ii2 is set to O. This flag 112 is set at step C in each control cycle.
In the control cycle (opening/closing timing cycle) that corresponds to the first opening/closing timing of the throttle valve 31 after starting the auto cruise mode control of 144, the opening/closing of the throttle valve 3] has not yet been performed, or Although this has already been done, the opening and closing of the throttle valve 31 has not yet been performed in the first opening/closing timing cycle after the designation of the vehicle running state is changed by operating the acceleration switch 45 or changeover switch 46 in auto cruise mode 1-control. The value O indicates that the value is not true.

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

If the value of the flag I is set to 1- in step C111, the value of 2 remains 1 until the control in step C135 is carried out.

That is, the value of flag (2) becomes 0 when the accelerator pedal 27 is depressed.

In step C137, as described above, the depression amount detection section 1
1 APs of accelerator pedal depression detected by 4;
The change rate DAPS of the depression amount APS obtained from the depression amount APs in the control unit 25 and the counter CA I)
Based on the CNG value, a target acceleration is determined and accelerator mode control is performed. This accelerator mode control is to control the output of the engine 13 by rotating the throttle valve 3 to bring the vehicle speed to a target acceleration. Then, when this accelerator mode control is performed, the throttle non-direct motion control in the current control cycle is ended.

DA)) M
Let the value of be 0. DA, PMXQ indicate the maximum value of the rate of change DAPS of the accelerator pedal depression amount APS when the depression amount of the accelerator pedal 27 increases.

Then, in the next step Cl2O, DAPM
Let the value of S be O. This DAPMXS indicates the minimum value of the rate of change DAPS when the amount of depression is decreased.

Furthermore, in step C121, the latest actual vehicle speed VAI calculated by the interrupt control in steps A123 to A128 in FIG. 8(1v) is input.

Next, in step C122, the brake pedal 2
The value of the actual vehicle speed VAI input in step C121 is substituted as the value of VOFF indicating the actual vehicle speed immediately after the release of V8.

Next, in step C123, the position of the throttle switch 47 of the auto cruise switch 18 is determined from the contact information input in step AlO3 of FIG. 8(i).
It is determined whether the value is 1 in the figure. Note that when the throttle switch 47 is in the OFF position, the brake pedal 28 is depressed to decelerate the vehicle as described above.

When the brake pedal 28 is released, the accelerator pedal 27
It is specified that the throttle valve 31 is held at the minimum opening degree, which is the engine idle position, unless the throttle valve 31 is depressed.

In step C123, if it is determined that the position of the throttle switch 47 is In, step C12
Proceed to step 6, set the value of flag ■□ to O, and then proceed to step C11.
2, the throttle valve 31 is rotated to the throttle idle position where the opening degree is the minimum.

On the other hand, if it is determined in step C123 that the position of the throttle switch 47 is not in the field, step C123
The process advances to step C124, and in this step C124, it is determined whether or not VOFF<K, with respect to VOFF reaching a preset reference value.

If it is determined in step C124 that VOFF<K, the process advances to step C125.

It is determined whether the value of flag 2 is 1 or not.

If it is determined that step 2=1, the process proceeds to step C126, where the value of flag I is set to 0, and then, in step C112, the throttle valve 31 is rotated to the minimum opening position as described above.

On the other hand, if it is determined in step C124 that VOFF<K□ is not satisfied, or if it is determined in step C125 that E2=1 is not satisfied, the process advances to step C145.

Therefore, when the brake pedal 28 is depressed to brake the vehicle, if the state in which the deceleration is greater than the reference value continues for longer than the reference time, and the vehicle speed at the time the braking is stopped is smaller than the reference value. teeth.

If the accelerator pedal 27 is not depressed, priority is given to braking the vehicle, and even after the brake pedal 28 is released, the throttle valve 31 is held at the minimum opening degree to perform braking by engine braking.

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

If the process proceeds from step C124 or step C125 to step C145, the value of flag 4 is set to O, and the process proceeds to step C127. Note that the flag {circle around (2)} indicates that constant speed driving should be specified by the driving state specifying section 3 of the control section 25 by having a value of O.

In step C127, since it is not necessary to maintain the throttle valve 31 at the minimum opening degree, the value of flag ■3 is set to 1, and the process proceeds to the next step 0128, where the value of the flag ■ is set to 1, and then in step c129 , the actual vehicle speed V input in step C121 as the target vehicle speed VS when driving at a constant speed.
A engineering is substituted.

Next, in step C130, the target 1~TOM required to maintain traveling at the target vehicle speed VS is calculated using the following formula (1).

T OMx = [((lil'r/g) ・ks+k
i) ・(DVS, -DVShs)"TQ-TEM]
/TQ... ('') In the above formula (1), W is the weight of the vehicle detected by the vehicle detection unit 19 and input in step AlO3 of FIG. 8(i), and r is the weight stored in advance. Left front wheel 33
Alternatively, the tire effective radius of the right front wheel 34, g is the gravitational acceleration.

Among these, the data of the weight W of the vehicle input in step AlO3 in FIG. 8(i) is not a fixed value but a measured value.

That is, the vehicle weight detection section 19 detects the vehicle weight constantly or in a predetermined cycle when the vehicle is stopped and running, and based on this detected value, the control section 25 detects the vehicle weight as shown in FIG. 8 (vii), for example. In the flow shown in .

Vehicle weight data is set.

First, in step R101, it is determined whether or not the vehicle speed Va is O, that is, whether or not the vehicle is stopped.If it is determined that the vehicle is stopped, the process proceeds to step R102, and the vehicle weight W data (WHGT) is determined. The newly detected vehicle weight value (WHGT, L) while the vehicle is stopped is always set. Therefore, while the vehicle is stopped, data on the vehicle weight W (WHG T ) is updated one after another as soon as there is a change in the detected vehicle weight (WHGTI).

If it is determined in step R101 that the vehicle speed Va is not O, that is, the vehicle is running, the process proceeds to step R103, where it is determined whether or not the vehicle is braking, and if it is braking, step R104 Then, the newly detected vehicle weight value (WHGT2) is always set as the vehicle weight W data (WHGT). Therefore, while the vehicle is running and braking, the vehicle weight W data (WHGT) is updated one after another as soon as there is a change in the detected vehicle weight (WHGT2).

If it is determined in step R103 that the vehicle is running but not braking, the latest vehicle weight value (WHGTi or W HG T 2 ) that has already been updated is used as the vehicle weight data (WHGT).

It should be noted that "during braking" in step R103 means "when throttle control is not performed", and during normal driving conditions when throttle control is performed, disturbances such as vibrations during driving affect the vehicle weight data. However, the vehicle weight W data is not updated because the data stability is insufficient and the throttle control becomes unstable.

If throttle control is not performed, the vehicle weight W data may be updated one after another.

Note that the vehicle weight measurement during braking by the vehicle weight detection unit 19 is calculated by correcting the inclination of the vehicle body.

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

Further, TQ is a torque ratio of the automatic transmission 32, and this torque ratio TQ is detected by the output shaft rotation speed detection section 22 and is preset based on the characteristics of the automatic transmission 32 using the speed ratio e as a parameter. Map #MTRATQ (
(not shown). Note that the speed ratio e is the speed ratio of the automatic transmission 32 input in step AlO3.
The output shaft rotation speed ND of the torque converter (not shown) in
of.

Detected by the engine rotation speed detection unit 21, step A
It is obtained by dividing the input engine speed NE by lO3.

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

In step C130, since the target vehicle speed vS is the actual vehicle speed immediately after the brake pedal 28 is released as described above, the target acceleration DVS is determined by setting the value of the difference VS-VA to 0 in the above equation (1). . As a result, from the correspondence shown in FIG. 23, the target acceleration DVS, i1Δ, also becomes O.

Further, D V A, , is the actual acceleration calculated by the interrupt control in steps A123 to A128 in FIG. 8 (jv) and inputted in step AIO3, as described above.

TEM is the actual torque currently being output by the engine 13, and is the value AE/NE obtained by dividing the intake air amount AE detected by the intake air amount detection unit 20 and input in step AlO3 by the engine rotation speed NE, and the engine 13. The actual torque TEM can be determined based on the map #TEMAP (not shown) set in advance based on the characteristics of the engine 13 using the rotation speed NE as a parameter. Then, calculate as follows.

The absorption torque Tti of the torque converter 32 is calculated as follows: If the torque capacity coefficient of the torque converter 32 is C, and the engine speed is the above-mentioned value <NE, then Tti=C-NE".
・ ・ ・ ・ ・ ・ ・ ・ (1-1).

The torque capacity coefficient C is determined by the characteristics of the torque converter 32 using the speed ratio e as a parameter, and here, a map #MTRATQC (not shown) with the speed ratio e as a parameter is provided in advance. The determination is made based on this map #MTRATQC. In addition, the speed ratio e is during normal immediate action (such as acceleration) where NE>ND
As mentioned above, the value obtained by dividing the output shaft rotation speed NO of the torque converter 32 by the engine rotation speed NE (that is, e
= ND/NE), but when NE < ND (
coasting, etc.), the value obtained by dividing the engine rotation speed NE by the output shaft rotation speed ND of the torque converter 32 (that is, e
=NE/No).

In addition, the torque converter 32 corresponding to the actual torque TEM
This is because the output torque Tto is the product of the absorption torque Tti of the torque converter 32 described above and the torque ratio TQ determined by the map #MTRATQ.

TEM=Tto:TQ-Tti:TQ-C-NF2・
(1-2), and the actual torque TEM is obtained from the torque ratio TQ and torque capacity coefficient C of the torque converter 32, and the engine speed NE as the output torque Tto.

In addition, when using the value of the reciprocal (1/TQ) of the torque ratio TQ determined by the map #MTRATQ as a parameter, (1/TQ) is used based on the torque ratio TQ determined from the map #MTRATQ. TQ every time
There is also a way to calculate it as the reciprocal of
o) Dedicated map #MTRATTQ (not shown),
The speed ratio e is set in advance as a parameter based on the characteristics of the automatic transmission 32, and the value of (1/'rQ) is determined based on this map #MTRATTQ.

In this way, in step C130, the target torque TOMl is
is calculated, in the next step C131, map #M
The throttle valve opening degree θTH is read from TH (not shown). This map #MTH is based on the engine 13 using the target torque TOM and the engine 13 rotational speed NE as parameters.
This is set to a large value based on the characteristics of the engine 13, and is used for the purpose of determining the throttle valve opening degree 0'ro necessary to make the torque output from the engine 13 equal to the target torque TOM. It is. Therefore, the value of the throttle valve opening OTH□ read out is
This corresponds to the target 1-herk TOM calculated in step 130 and the engine rotation speed N detected by the engine rotation speed detection unit 21 and inputted in step AlO3.

In step C132, the throttle valve 31 is opened based on the throttle valve opening QTHx read out in step C131.
to move freely. That is, a signal instructing the throttle valve opening degree Orul is sent from the control section 25 to the throttle valve rotating section 2G. The throttle valve 31 is adjusted to the throttle valve opening degree o.
Send an immediate action signal to rotate to the position where T is reached. As a result, the throttle valve actuator 40 rotates the throttle valve 31.

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

By adjusting the throttle valve in this way, the intake passage 3° is opened and closed, and the amount of air taken into the engine 13 changes as described above, and the fuel control device (not shown) adjusts the engine speed based on the detection result of this air amount. 13 is determined, the fuel amount also changes. As a result, the engine output is adjusted so that the engine 13 outputs a torque approximately equal to the target torque TOM1.

As described above, one Herc output from the engine 13 is approximately equal to the torque required to maintain the target vehicle speed constant, assuming that the actual vehicle speed immediately after the brake pedal 28 is released is the target vehicle speed.

By the control in steps 6129 to C132 described above, immediately after the brake pedal 28 is released, 1. 2 at IA quasi-time t
Even if the opening/closing timing cycle is not determined by
The throttle valve 31 is provisionally rotated to a position where the throttle valve opening degree is estimated to be able to maintain the vehicle speed immediately after the brake pedal 28 is released, and the second step is to transition to constant speed driving at the target vehicle speed. (g Prepare.

Step C113 to Step C in the previous control cycle
If control proceeds to step 114 and the above-described control is performed, and the brake pedal 28 remains released in this control cycle, step C is executed in the previous control cycle.
Since the value of flag ■7 is set to 1 in step 115, it is determined that ■7=1 in step C]13, and step C1 is executed.
33, it is determined from the contact information input in step AIO3 whether the contact of the accelerator switch 15 is in the ON state.

If the accelerator pedal 27 is depressed, step C1
At step 33, it is determined that the contact point of the accelerator switch 15 is not in the ON state, and the process proceeds to step C134, where the value of flag E□2 is set to 0.The process then proceeds to step C135, where the value of flag I2 is set to 0, and further, at step C136, the value of flag I2 is set to 0. The value of flag I is set to 1 and the process proceeds to step C137.

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

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

Therefore, by depressing the accelerator pedal 27 and reaccelerating the vehicle, the flag T2 is set at step C135.
The value of is O.

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

If the accelerator pedal 27 is not depressed, step C
133, it is determined that the contact point of the accelerator switch 15 is in the ON state, and the maximum value DA is determined at step C138.
The value of PMXO is set to O, and the minimum value DA is set in step C139.
After setting the value of PMXS to O, it is determined in step C140 whether the value of flag is 1 or not.

Note that the accelerator switch 15 is turned ON when
This is a case where the accelerator pedal 27 is not depressed after deceleration is performed using a brake (not shown) and the brake pedal 28 is released to complete the deceleration, and the control of steps 0113 to C132 described above was performed in the previous control cycle. This corresponds to the case where

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

Note that the value of the flag (■) becomes 0 when the process proceeds to step C126, as described above.

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

Further, when the process proceeds from step C140 to step c]41, it is determined whether the value of flag T1□ is 1 or not, and when it is determined that step □2=1, step C143
Proceed to step C1 if it is determined that ■□2=1 is not
Proceed to 42.

As mentioned above, the value of the flag 112 is 0 because the control cycle corresponds to the first opening/closing timing of the throttle valve 31 after the auto cruise mode control in step C144 is started in each control cycle. The first throttle that is visited when the throttle valve 31 has not yet been opened or closed, or has already been opened and closed, but after the designation of the vehicle running state is changed by operating the acceleration switch 45 or changeover switch 4G in auto cruise mode control. This indicates that the throttle valve 31 has not yet been opened or closed in the control cycle corresponding to the timing for opening and closing the valve 31.

Therefore, when the value of the flag rtz is O, the throttle valve is not activated when the vehicle travel state is changed by the auto cruise mode control or the vehicle travel state is changed by operating the acceleration switch 45 or the changeover switch 46 after this transition. 31 may change significantly.

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

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

On the other hand, if the value of the flag ■1□ is 1, the opening/closing at the time of the above transition or change has already been performed, and the change in the opening degree of the throttle valve 31 does not become large. Therefore, even if the followability deteriorates somewhat, the difference between the actual value and the measured data is small, and rather the stability of the control should be emphasized. Therefore, the process advances to step C143, and the value of the actual acceleration DVA is set to DVA6. D V A1. has lower followability but higher stability than D V A1. . Adopt.

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

As described above, steps 0101 to C144 in FIG.
When the brake pedal 28 is depressed and braking is performed by a brake (not shown) by performing the throttle non-direct motion control shown in FIG.

The throttle valve 31 is held at the minimum opening degree that corresponds to the engine idle position, and engine braking is performed in parallel with the brake braking. On the other hand, when the brake pedal 28 is released and the accelerator pedal 27 is depressed, accelerator mode control, which will be described later, is performed.

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

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

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

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

By controlling the vehicle speed in this manner, a smooth transition to constant vehicle speed is achieved immediately after the brake pedal 28 is released without much variation in vehicle speed.

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

Step C137 of throttle non-direction control (Figure 10)
To explain in detail the accelerator mode control performed in step 9, this accelerator mode control is performed in the control section 25 according to the flowchart of steps D101 to D126 shown in FIG.

That is, first, in step D101, it is determined whether map #MDVS6S was used to obtain the target acceleration DVS in the previous control cycle. This map #MDVS6S, as shown in No. 20-, is for determining the target acceleration DVS using the accelerator pedal depression amount APS as a parameter, and is used when the depression amount of the accelerator pedal 27 decreases. Note that the accelerator pedal depression amount APS is detected by the depression amount detection section 14 and inputted in step AlO3 in FIG. 8(i).

In step D101, if it is determined that map #MDVS6S was used in the previous control cycle, it is assumed that control was performed when the depression amount decreased in the previous time, and step D101 is determined.
Proceed to step 12. On the other hand, map #MD in the previous control cycle
If it is determined that the VS6S is not used, it is assumed that the control for decreasing the amount of depression was not performed last time, that is, the control for increasing the amount of depression was performed last time, and the process proceeds to step D1.
Proceed to 02.

When the process proceeds to step D102, it is determined whether or not the rate of change DAPS of the accelerator pedal depression amount APS satisfies DAPS<K6 with respect to a preset negative reference value of 6. Note that the rate of change DAP'S of the accelerator pedal depression amount APS is determined in step A1 of FIG. 8 (iii).
It is calculated by the interrupt control of steps 21 to A122 and inputted in step AlO3 of FIG. 8(i).

In step D102, if it is determined that DAPS<K, it is assumed that the amount of depression of the accelerator pedal 27 is currently decreasing, and the process proceeds to step D103, where DAPS (
If it is determined that the amount of depression of the accelerator pedal 27 is not increasing, the process proceeds to step D105, assuming that the amount of depression of the accelerator pedal 27 is increasing.

If the process advances to step D103, the control in the previous control cycle was for increasing the amount of depression, and this time, on the contrary, the amount of depression is decreasing. Therefore, in step D103, the maximum value DAPMXO of the speed of change DAPS when the amount of depression increases is set to 0, and in the next step D104, the value of the minimum value DAPMXS of the speed of change when the amount of depression decreases is set to 0, and in step D1
Proceed to step 15. In addition, DAPMXO has an accelerator pedal 27
DAPMXS is the value when the amount of depression of the accelerator pedal 27 increases, so it is always a value greater than 0, and DAPMXS is the value when the amount of depression of the accelerator pedal 27 is decreased, so it is always a value less than O.

On the other hand, when the process advances from step D101 to step D112, it is determined whether or not the rate of change DAPS is greater than K with respect to a preset positive reference value of 7. In this step D112, if it is determined that I) APS>K7, it is determined that the amount of depression of the accelerator pedal 27 is increasing, and the process proceeds to step D113, where the DAP
If it is determined that S>K is not true, it is determined that the amount of depression of the accelerator pedal 27 is decreasing, and the process proceeds to step D115.

If the process advances to step D113, the control in the previous control cycle was for decreasing the amount of depression, and this time, on the contrary, the amount of depression is increasing. Therefore, in step D113, the DA
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, when it is determined that the amount of depression of the accelerator pedal 27 is increasing (continuously increasing), step D1
After passing through the control from 05 to D111, steps D122 to D
130, and further controls in steps D123 to D126 are performed. 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.
D133 and further control of steps D123 to D126 is performed.

If the process advances to step D105, the depression amount detection section 14
The target acceleration DVSG corresponding to the accelerator pedal depression amount APS detected in step AlO3 of FIG. 8(i) is read out from map #MDVS60. This map #MDVS60 is the accelerator pedal depression amount AP
This is to find the target acceleration DVS when the amount of depression of the accelerator pedal 27 is increasing using S as a parameter, and the values of APS and DVS are #M in FIG.
It has the correspondence shown in DVS60.

In the next step D106, the value of DAPMXO stored in the previous control cycle and the value of DAPS in the current control cycle are compared. And DAPM
If it is determined that XO<DAPS, step C
At 107, DAPS is new and the value of APMX○ is set.
) A P M X O is assigned and stored, and the process proceeds to step D108.

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

In step D108, the DAPMXO
The target acceleration DVS corresponding to is map #MDVS70
Read from. This map #MDVS70 is DAP
This is to obtain the target acceleration DVS when the amount of depression of the accelerator pedal 27 is increasing using MXO as a parameter, and DAPMXO and DVS7 are shown in (7) in FIG.
) #MDVS70.

As is clear from the correspondence indicated by #MDVS70 in FIG. 21, the value of the target acceleration DVS increases as the amount of depression of the accelerator pedal 27 is increased faster by the control in steps D106 to D108. However, D.A.
When PMXO exceeds a certain value, the value of target acceleration DVS becomes constant, so that extreme sudden acceleration that would lead to a decrease in safety is not performed.

In the next step D109, the accelerator pedal depression amount AP
It is determined whether or not DAPS>KIl, with respect to the rate of change DAPS of S, being a preset reference value. D
If it is determined that APS>K, it is assumed that the change when the amount of depression of the accelerator pedal 27 increases is large, and step D is performed.
The process proceeds to step D110, and if it is determined that DAPS>K is not satisfied, the process proceeds to step D111, assuming that the change is not large.

Then, when proceeding from step D109 to step D110, after setting the value of the counter CAPCNG to 1,
Proceed to step D111.

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

The value of the counter CAPCNG used in step D111 is the value of the counter CAPCNG used in step A11 of FIG. 8 (ij-) as described above.
It is set by interrupt control of 8 to Al2O, and is always O unless a value other than 0 is assigned. If this value is O, the target acceleration D■S6 read from the map #MDVS80 in step D111 will also be changed to (7) #MDV in FIG.
As is clear from S80, it becomes 0. Furthermore, if the rate of change DAPS is greater than the reference value, the value of the counter CAPCNG is set to 1 in step D110 as described above, so as long as the rate of change DAPS is greater than the reference value 8, the value of the counter CAPCNG is set to 1. The value of the counter CAPCNG becomes 1. Therefore, at this time, the target acceleration DVS read from the map #MDVS80 in step D111 is
As is clear from #MDVS80 in FIG. 22, this is the largest value in map #MDVS80.

After the value of the counter CAPCNG is set to 1 in step D110, step D110 is set again in the next control cycle.
2 and reaches step D109, the accelerator pedal 2
Since the increase in the amount of depression in Step 7 has been eased or stopped, it is determined that DAPS>K is not established in the next step D110, and step D1 is executed without going through step D110.
Proceed to step 11. In this step D111, the counter CAP
The value of CNG is in steps A118 to Al in FIG. 8(ii).
The value is determined by the interrupt control of No. 20.

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

In the next step A119, it is determined whether or not the value of the counter CAPCNG is 1. However, if the value of the counter CAPCNG is set to 1 in step D1i-0 as described above, the value of the counter CAPCNG is determined in step A118. Since the value is 2, the process does not proceed to step A12o due to the determination in step A119, and the value of the counter CAPCNG becomes 2 at the end of the current interrupt control.

Furthermore, if the control according to step D1.09 is performed after the next control cycle and the state where DAPS>K does not hold continues, the counter CA is reset as described above by interrupt control.
The value of PCNG increases by 1.

Step D109 to step D102 to step D1
05, the rate of change DAPS is 6 compared to the reference value as determined in step D102.
<KG, not DAPS≧6. therefore,
Step D109 directly proceeds to step D111 when the rate of change DAPS has a value such that KG≦DAPS≦8, and as mentioned above, 6 is a negative value for the reference value, and , each have a positive value. Therefore, when the amount of depression of the accelerator pedal 27 is held constant, the value of the counter CAPCNG increases by 1 as described above.

At this time, in step D111, map #MDVS8
The target acceleration DVS read from 0 is clear from #MDVS80 in FIG.

As the value of the counter CAPCNG increases, it decreases and finally reaches O. Therefore, if the amount of depression of the accelerator pedal 27 is increased and then held almost constant, the value of the target acceleration DVS, which has a positive value, will gradually approach O as time passes after the amount of depression of the accelerator pedal 27 is increased. do.

On the other hand, when proceeding from step D104 or D112 to step D115, the target acceleration D corresponding to the accelerator pedal depression amount Aps detected by the depression amount detection unit 14 and inputted in step AlO3 in FIG. 8(i)
VSG is read from map #MDVS6S. In addition, map #MDVS6S is the accelerator pedal depression amount AP
This is to find the target acceleration DVS when the amount of depression of the accelerator pedal 27 is decreasing, using S as a parameter, and APS and DVS are #MDVS in FIG.
It has the correspondence shown in 6S.

In the next step D116, DAPMXS stored in the previous control cycle and DAPS in the current control cycle are compared. If it is determined that DAPMXS>DAPS, the value of DAPS is new and AP
In step D117, the DAP is set as the value of MXS.
It is assigned to MXS and stored, and the process advances to step D118. In addition, if it is determined that DAPMXS>DAPS is not satisfied, the DAPMXS stored in the previous control cycle is
MXS is stored as is and remains, and the process advances to step D118.

In step D118, D
Target acceleration DVS7 corresponding to APMXS is map #M
It is read from the DVS7S. This 77pu #MDVS7S
is the accelerator pedal 2 using DAPMXS as a parameter.
DAPMXS and DVS7 are used to find the target acceleration DVS when the amount of pedal stroke is decreasing.
It has the correspondence relationship shown in #MDVS7S in Figure 1. Note that DAPMXS is the rate of change in the amount of depression of the accelerator pedal 27 when it is decreasing, so it becomes O or a negative value as described above, and the target acceleration DvS7 is also indicated by (1'l) in FIG. It becomes a negative value as shown in #MDVs7s. Therefore, the absolute value of the target acceleration DVS becomes the deceleration.

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

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

If it is determined that DAPS<K, it is assumed that the change when the amount of depression of the accelerator pedal 27 is decreased is large, and the process proceeds to step D120.

If it is determined that DAPS<K9 does not hold, it is determined that the change is not large and the process proceeds to step D121. Also, step D
If the process proceeds from step D119 to step D120, the value of the counter CAPCNG is set to 1, and then the process proceeds to step D121.

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

The value of the counter CAPCNG and the value of DVS have a correspondence relationship shown by #MDVS8S in FIG. 22. Note that this target acceleration DVS is #MDVS8S in FIG.
As shown in the figure, since it becomes 0 or a negative value, this target acceleration DVS, in other words, becomes a deceleration.

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

If the rate of change DAPS is smaller than the reference value, the value of the counter CAPCNG is set to O in step D120 as described above.

Therefore, while the rate of change DAPS is less than the reference value 9, the value of the counter CAPCNG is always 1, and the target acceleration DVS read from the map #MDVS8S in step D121 at this time is #MDV88 in FIG.
As is clear from S, map #MDVS8S has the smallest negative value, and this DVS has the largest deceleration.

For example, in step D120, the counter CAPCN
After the value of G is set to 1, in the next control cycle, the process goes through step D112 again to step Dl19, and at this time,
When it is determined that DAPS (K) is not present because the reduction in the amount of depression of the accelerator pedal 27 has been eased or stopped,
In this case, the process proceeds from step D119 to step D121.

Since it does not go through step D120, the counter CAPC
The NG value is determined in steps Al18 to Al2 in FIG. 8(ii).
The value is determined by the interrupt control of O. In this interrupt control, in step A118, the counter CAPC
This counter CA is the value obtained by adding 1 to the previous value of NG.
Specified as a new value of PCNG.

In the next step A119, it is determined whether or not the value of the counter CAPCNG is 1. However, as mentioned above, in step D120, the new value of the counter CAPCNG is 2, so the determination in step A119 causes the process to proceed to step Al2O. As a result, the value of the counter CAPCNG becomes 2 at the end of the current interrupt control. Then, even after the next control cycle, step Dl1
9 is performed, and if the state other than DAPS(K) continues, the value of the counter CAPCNG increases by 1 by 1 interrupt control as described above.

Step D119 to step D112 to step D1
15, the rate of change DAPS is determined in step D112 as compared to the reference value of 7.
>K, and DAPS≦7. Therefore, step D119 directly proceeds to step D121 when the rate of change DAPS has a value such that ≦DAPS≦7, and as described above, the reference value is 7.
Since the reference value 9 has a positive value and the reference value 9 has a negative value, if the amount of depression of the accelerator pedal 27 is held constant, the value of the counter CAPCNG increases by 1 as described above.

At this time, in step D121, map #MDVS8
As is clear from #MDVS8S in FIG. 22, the target acceleration DvS11 read from the counter CAP
It increases as the value of CNG increases and finally reaches O. Therefore, if the amount of depression of the accelerator pedal 27 is reduced and then held almost constant, the value of the target acceleration DVS, which has a negative value, will gradually change over time after the amount of depression is maintained. approaches 0.

When the process advances from step Dull to step D122, the target acceleration DVS6. The sum of DVS and DvSll is
Overall target acceleration DvSA in accelerator mode control
Calculated as P.

Then, in the following step D127, the target acceleration DVSAP based on the depression of the accelerator pedal 27 is changed to the target acceleration DVSAP specified by the auto cruise switch 18.
It is determined whether or not it is greater than AC. Note that the target acceleration DVS AC at the auto cruise switch 18
The designation will be described later, but if the target acceleration DvSAc is not designated by the auto cruise switch 18 or if the target acceleration designation is canceled, the value of the target acceleration DVSAC is set to O.

The target acceleration DVS AP is the target acceleration DvsAc
If it is larger than this, the process proceeds to step D129, and the target acceleration DVSAP based on the depression of the accelerator pedal 27 is adopted as the target acceleration DVS.

Then, in the following step D130, the target acceleration DVSAC
The value of is set to O, and the process proceeds to step D123.

If the target acceleration DVSAP is not larger than the target acceleration DVSAc, the process proceeds to step D128, where the target acceleration DVS AC designated by the auto cruise switch 18 is adopted as the target acceleration DVS, and the process proceeds to step D123.

On the other hand, when proceeding from step 121 to D131, the sum of the target accelerations DVS, , DVS, and DVS obtained by the control in steps D115 to D121 is the total target acceleration DVS A in the accelerator mode control.
It is calculated as p.

Then, in the following step D132, the value of the target acceleration DVSAC specified by the auto cruise switch 18 is set to O, and then the process proceeds to step D133, where the target acceleration DVSAC is set to O.
Therefore, the target acceleration DVSAP based on the depression of the accelerator pedal 27 is adopted, and the process proceeds to step D123.

In addition, in this way, when the accelerator pedal 27 is depressed, the target acceleration D V based on the depression of the accelerator pedal 27 is
The reason why the target acceleration DvsAc specified by the auto-cruise switch 18 is adopted as the target vehicle speed until SAP becomes larger than the target acceleration DvSAc specified by the auto-cruise switch 18 is as follows.

In other words, while the amount and speed of depression of the accelerator pedal 27 are small, the target acceleration DVS, , DVS, which is a component of the target acceleration DVSAP based on the depression of the accelerator pedal 27, is
7 and DVS also become smaller, so the value of the target acceleration DV S AP, which is the sum of the target accelerations DVSG, DVS, and DVS, also becomes smaller. When the accelerator pedal 27 starts to be depressed, the amount and speed of depression of the pedal 27 are still small, so the target acceleration at this time is D V S
The value of AP also becomes small, and the target acceleration D V S
The value of AP may be less than the value of the target acceleration DvsAc specified by the auto cruise switch 18.

Therefore, if the accelerator pedal 27 is depressed to change to the accelerator mode control while the vehicle travel is being controlled based on the target acceleration DVS 80 (auto cruise control), at the initial stage of the change, - , the target acceleration may decrease. Normally, changing to accelerator mode control is done when you want to achieve higher acceleration than the current level; therefore, it is preferable for the target acceleration to decrease, regardless of the time, in order to accelerate quickly or smoothly. do not have.

Therefore, the target acceleration DVSAC is used during such a period.

Note that the characteristics of the target accelerations DVSG, DVS, and DVS will be described later.

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

TOMA=[((s・r/g)・ks+ki)・D
VS+ R'・rl/T g... (2) In the above formula (2), W, r, g, ks.

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

R'=μr-W+μair-A-VA2... (3
) In the above equation (3), μr is the rolling resistance coefficient of the vehicle, W is the same vehicle weight as used in the above equation (2), and μair is the air resistance coefficient of the vehicle.

A is the front projected area of the vehicle, and VA is calculated by the interrupt control in steps A123 to A128 in FIG. 8(iv).
This is the actual vehicle speed input in step AlO3 of i).

When the process proceeds from step D123 to step D124, the target torque TOMA calculated in step D123 and the engine speed detected by the engine rotation speed detection unit 21 are shown in FIG. 8(i).
The throttle valve opening degree θTHA corresponding to the rotational speed NE of the engine 13 input in step AlO3 is read from the map #MTH. The map #MTH is the same as that used in step c131 in FIG. 10 during the aforementioned throttle non-direct motion control.

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

In this way, if the value of the flag I□□ is 1, the control cycle is for opening and closing, so the process advances to step D126, and if the value of the flag I is not 1, the control cycle is for opening and closing. Since there is no one, the process does not proceed to step D126, and the accelerator mode control in the current control cycle is ended.

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

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

When the throttle valve 31 is rotated to a predetermined position.

The actuator drive unit 39 stops sending out the drive signal, the throttle valve 31 stops at a predetermined position, and the accelerator mode control in the current control cycle ends.

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

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

That is, when the number of depressions of the accelerator pedal 27 is increased by 1 APs, the DVS, DV, which constitutes the target acceleration DVS.
The three target acceleration values S7 and DvS change as follows.

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

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

The value of is a large value.

Further, since the value of DVs is determined based on the correspondence shown in #MDVS80 in FIG. So, DVS8
is the largest value.

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

Furthermore, if the increase in the amount of depression is stopped and the amount of depression of the accelerator pedal 27 is kept constant, each target acceleration DVS, ,D
VS7. The DVSll(7) values 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,
It becomes a constant value.

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

Furthermore, the value of DVSs is changed to CAPCNG according to the elapsed time since the speed of increase of the pedal stroke APS became below the standard.
As the value of increases, as shown in #MDVS80 in Figure 22, it gradually decreases over time and eventually reaches 0.
becomes.

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

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

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

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

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

Further, the value of DVS becomes CAPCNG=1 when the decrease in the amount of pedal stroke APS exceeds the reference value, and the value of DVS becomes the smallest value (
negative and the absolute value is the maximum value).

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

In addition, Fig. 20 (7) #MDVS60 and #MDVS
As shown in 6S, when the value of DVS corresponding to the same amount of depression is compared when the amount of depression is increasing and when it is decreasing,
It is set larger when the amount of depression is increasing.

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

In addition, DVSG is shown in Fig. 20 (7) #MDVS 6 S
As shown in FIG. 3, if the amount of depression is decreased to a value of O, if the amount of depression is continued to be decreased, the value becomes negative. For this reason, each target acceleration DVS, , D S7 and DVS
The target acceleration DVS obtained by adding ll also becomes a negative value, and as a result, the vehicle is decelerated based on the negative target acceleration.

In addition, the reduction in the amount of depression APS is stopped and the accelerator pedal 27 is stopped.
When the amount of depression is held constant, each target acceleration DV
S,,DVS7. DVS, (7) value 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 DVS7 is the minimum value (
That is, the value determined based on the correspondence relationship shown in FIG. 21 (7) #MDVS7S is maintained as it is for the maximum value of the decreasing speed, so it remains constant.

Furthermore, the value of DVS is changed to CAPCN according to the time that has elapsed since the rate of decrease of the pedal stroke APS became below the standard.
As the value of G increases, it gradually increases over time and finally reaches 0, as shown by #MDVS8S in FIG.

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

Now, the 10th step performed in throttle non-linear control
The auto cruise mode control in step C144 in the figure is as follows:
This is carried out according to the flowchart of steps EIOI to E133 in FIG.

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

First, in step E101, it is determined whether or not the accelerator pedal 27 was not depressed in the previous control cycle and the contact point of the accelerator switch 15 was in the ON state. If this is the first control cycle after the accelerator pedal 27 is released and the contact of the accelerator switch 15 is turned on, step E is determined based on the judgment here.
02, the accelerator pedal 27 has already been released in the previous control cycle and the contact of the accelerator switch 15 is turned on.
If it is, the process proceeds to step E110 based on the judgment here.

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

In the first control cycle after the accelerator pedal 27 is released, if the process proceeds to step E102, the value of the flag I4 is set to O and the process proceeds to step E13. This flag I4 indicates the driving state of the control unit 25. The value O indicates that constant speed driving should be specified by the specifying section 3.

In step E103, the value of flag IG is set to 0, and the process proceeds to step E104. This flag I6 has a value of 1 to indicate that this is the first control cycle after the contact of the changeover switch 46 is turned on.

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

Then, in step E106, flag 1. Let the value of be O. Note that the value of this flag is 0, which indicates that the vehicle speed is kept almost constant by auto cruise mode control.

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

TOM, ” [((1?r/g) ・ks+ki)
@ (DVS, -DVSGs)+Tg-TEM] /
TQ... (4) Note that the above equation (4) is substantially the same as the equation (1) used in step C130 in the flowchart of FIG. 10 showing the aforementioned throttle non-direct drive control. It is.

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

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

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

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

In this manner, the torque output from the engine 13 is approximately equal to the torque required to maintain the vehicle speed constant, with the actual vehicle speed immediately after the accelerator pedal 17 released as the target vehicle speed, as described above. Then, steps E104 to E described above.
109, immediately after the accelerator pedal is released, the throttle is moved to a position where the throttle valve opening degree maintains the vehicle speed immediately after the accelerator pedal is released, even if the control cycle does not correspond to the timing for opening and closing the throttle valve 31. The valve 31 is temporarily rotated to prepare for transition to a constant vehicle speed running state at the target vehicle speed.

The rotation of the throttle valve 31 by the control in steps E104 to E109 described above is performed in steps C121 and C12 in FIG. 10 of the non-direction control of the throttle described above.
This is substantially the same as the rotation of the throttle valve 31 under the control of steps 9 to C132, and only the conditions for starting the control are different.

In the first control cycle after the accelerator pedal 27 is released, the control cycle described above is performed, or the brake pedal 28 is released and the control in steps C121 and steps 0129 to C132 is performed. In the control cycle when the auto cruise mode control is later entered, if the process proceeds to step EIOI, the contact point of the accelerator switch 18 was in the ON state in the previous control cycle, so step E1 is executed.
Proceed to step 10. In step E110, it is determined whether the position of the acceleration switch 45 is different between the previous control cycle and the current control cycle.

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

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

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

In step F111, the value of flag I is set to 0, and the process proceeds to step F112. Note that this flag indicates that the contact of the changeover switch 46 was ON in the previous control cycle.
A value of 1 indicates that the state was present.

Then, in step F112, the value of the flag I6 is set to O.

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

The value of flag ■4 is set to 0 in step c145 of FIG. 10 or step E102 of FIG. 12, and as described later, in the changeover switch control of step E128, the contact of the changeover switch 46 is in the ON state. The changeover switch 4 becomes 1 when control is performed, or when control is performed when the position of the acceleration switch 45 has been changed from the previous control cycle.
6 and acceleration switch 45 are not operated, the value of flag I4 is O, and step E129
Depending on the judgment, the process advances to step E132. Note that, at this time, the designation by the driving state designation unit 3 of the control unit 25 is constant speed driving.

Then, in step E132, depending on whether the value of the flag I is 1, it is determined whether or not this is the first control cycle after the contact of the changeover switch 46 is turned on. If the changeover switch 46 is not operated, the contact is not in the ON state and the value of the flag is 0, so the process advances to step E133 and target vehicle speed control is performed.

This target vehicle speed control is carried out by the driving state specifying section 3 as described above.
When constant vehicle speed driving is specified, control is performed to bring the vehicle speed closer to the target vehicle speed, and control is performed to change the set value of the target vehicle speed by the target vehicle speed change switch 46. Step 1101 in FIG. ~J116, mainly the constant vehicle speed control section 8 of the control section 25.
It is carried out by

In other words, in this target vehicle speed control, first, step J1
At step 01, it is determined whether the value of the flag (2) is 1 or not.

When the vehicle travel state is shifted to the auto cruise mode control by releasing the brake pedal 28, the state becomes 1 in steps C1 and 28 in FIG. 10, and the vehicle travel state is changed by releasing the accelerator pedal 27. 12, step E10 in FIG.
8 becomes 1. Therefore, after shifting to the vehicle running state by auto cruise mode control, step J1 is performed without operating the acceleration switch 45 and the changeover switch 46.
If the process advances to step J101, the process advances to step J102 based on the determination at step J1o1.

In step J102, it is determined whether the current control cycle corresponds to the timing for opening and closing the throttle valve 31, based on whether the value of the flag 1□□ is 1 or not. If the value of flag 1□ is 1, step J
The process proceeds to step 103, where necessary control is performed to open and close the throttle valve 31, and if the value of flag 1 is not 1, the auto cruise mode control in the current control cycle is ended.

When the process proceeds to the next step J103 because the value of the flag 111 is 1, the actual vehicle speed VA input in step AlO3 of FIG. 8(i) is set as a temporary value to the target vehicle speed vS for constant speed driving. substitute.

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

Next, in step J l 04, as described above, D is controlled by steps 0141 to C143 in FIG.
It is determined whether the absolute value of the actual acceleration DVA for which the value of VA or DVA, . As a result of target vehicle speed control, the vehicle speed becomes almost constant and the acceleration of the vehicle decreases, in step J104, l
If it is determined that DVA l <Kα, the value of the flag IIl is set to 0 in step J108, and then the process proceeds to step J109. Also, the vehicle speed is not nearly constant.

If the acceleration of the vehicle does not decrease and it is determined in step J104 that l DVA I <Kα,
Proceed to step J105.

In step J105, it is determined whether the vehicle is currently in an acceleration state or a deceleration state, depending on whether the actual acceleration DVA is a positive value. If the actual acceleration DVA is a positive value, since the vehicle is in an acceleration state, the process proceeds to step J107 and the actual acceleration DV is
A value obtained by subtracting a preset correction amount ΔDV2 from A is set as the target acceleration DVS. On the other hand, if the actual acceleration DVA is a negative value, since the vehicle is in a deceleration state, the process proceeds to step J106 and the actual acceleration DVA is set to a constant speed running state.
The value obtained by adding the above correction amount ΔDV to VA is the target acceleration DV.
Let it be S. This ends the target vehicle speed control in the current control cycle.

The process advances to step E123 in FIG.

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

Then, in step J104 of FIG.
If it is determined that VA l <Kα, the process proceeds to step JLO9 via step J108 as described above, and in the control cycle at this time, the target vehicle speed vS whose value was set in step J103 is changed to step J109 to be described next.
．． This is the target vehicle speed in the control for constant speed driving of J 1 i, 6.

Also, step J ], 0 after step J 108
In the next control cycle after the control cycle proceeding to step 9, auto cruise mode control is continued. Then, unless the acceleration switch 45 and the changeover switch 46 are operated, the value of flag II remains O, so step J
Control proceeds directly to 1.09.

In step J109, it is determined whether or not the target vehicle speed change switch 48 of the auto cruise switch 18 is rotated in the (+) direction in FIG.
The determination is made based on the contact information input in step 3. (+)
If it is determined that the side contact is in the ON state, proceed to step J.
Proceed to step 110 to check the target vehicle speed v in the previous control cycle.
After setting a value obtained by adding a preset correction amount VT to S as a new target vehicle speed S, the process proceeds to step J]-13.

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

In step J111, it is determined whether or not the target vehicle speed change switch 48 has been rotated in the (-) direction in FIG. If it is determined that the (-) side contact is in the ON state,
The process proceeds to step J112, where a value obtained by subtracting the correction amount VT from the target vehicle speed VS in the previous control cycle is set as a new target vehicle speed ■s, and then the process proceeds to step J113.

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

Through such control in steps J109 to J112, the target vehicle speed VS is changed by the target vehicle speed change switch 48, and if the (+) side contact of the target vehicle speed change switch 48 continues to be in the ON state, step J is performed every control cycle.
The target vehicle speed VS is increased by the control at 11o. Also,
When the (-) side contact of the target vehicle speed change switch 48 continues to be in the ON state.

The target vehicle speed vS is decreased by the control in step J112 in each control cycle.

After the target vehicle speed vS is changed as described above using the target vehicle speed change switch 48, the rotation in the (+) direction or (-) direction in FIG. 6 is stopped, and the target vehicle speed is moved to the intermediate stop position. When the vehicle speed change switch 48 is returned, the target vehicle speed vS that was changed and set in the immediately previous control cycle becomes the target vehicle speed in the next control cycle and thereafter. Therefore, from step J104 to step J108, step J1
If the target vehicle speed change switch 48 is not operated at all after proceeding to step 09, the target vehicle speed S whose value was set in step J103 becomes the target vehicle speed in each control cycle from the next time onwards.

The above-mentioned changes in the target vehicle speed vS through the control in steps J109 to J112 are performed after the absolute value of the actual acceleration DVA decreases and becomes smaller than the reference value α, as described above, so that the vehicle speed is almost constant. The target vehicle speed vS can be changed by the target vehicle speed change switch 48 only when the vehicle is in the constant vehicle speed running state.

Next, in step J113, the target vehicle speed vS.

Actual vehicle speed V input in step AlO3 in FIG. 8(i)
The difference VS-VA from A is calculated, and the process proceeds to step J114.

In step J114, since the vehicle speed is already approximately constant, control with higher stability is required than control with high responsiveness. Therefore, the value of the actual acceleration DVA used in step E123 in FIG. 12, which will be described later, is calculated by the interrupt control in steps A123 to A128 in FIG. 8(iv) and inputted in step AlO3 in FIG. 8(i). Three types of actual acceleration DVAGs, DVA13° and DVA,s.

As mentioned above, the actual acceleration DVA has the highest stability.
□Specify 8.

Next, in step J115, the difference between the target vehicle speed VS calculated in step J113 and the actual vehicle speed VA is
The target acceleration DVS corresponding to is determined by control performed according to the flowchart of steps MIOI to M106 in FIG. Then, in step J116, target acceleration DvS4 is substituted as the value of target acceleration bvS used in step E123 in FIG. 12, which will be described later, and the current target vehicle speed control is ended, and step E1 in FIG.
Proceed to 23.

The determination of the target acceleration DvS4 in step J115 is performed by the constant vehicle speed control section 8 of the control section 25 according to the flowchart shown in FIG. 18, as described above, but in the first step MIOI, the determination of the target acceleration DvS4
Target acceleration DV corresponding to the difference vS-VA calculated in 3.
S is read from map #MDVS3. This map #M
As described above, the DVS3 is for determining the target acceleration DVS using the difference VS-VA as a parameter, and the difference VS-VA and the target acceleration DVS have a correspondence relationship shown in FIG. 23.

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

Furthermore, in the next step M103, the target acceleration DvS
3, the value is D V S in step J114 of FIG.
A value obtained by subtracting the actual acceleration DVA designated as sso (that is, DVS, -DVA) is calculated as the acceleration difference DvX. Then, in the next step M104, the acceleration difference D
VX is the acceleration tolerance DV MA
It is determined whether or not X<DVMAX.

Step M104't' If it is determined that DVX<DVMAX, the process proceeds to step M105, and the target acceleration DVS is specified as the target acceleration DvS4. In addition, if it is determined that DVX<DVMAX is not satisfied,
Proceeding to step M106, a value (DVA+DVMAX), which is the sum of the actual acceleration DVA and the acceleration tolerance DVMAX, is specified as the target acceleration DvS4.

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

In this way, after the target acceleration DVS4 whose value was determined by the control in steps M101 to M106 is substituted for the target acceleration DVS in step J116 of FIG. 16, or by the control in step J106 or step J107, the target acceleration DVS is After setting the value, the 12th
When the process proceeds to step E123 in the figure, the target torque TOM2 of the engine 13 required to make the acceleration of the vehicle equal to the target acceleration DVS is calculated using the following equation (5).

T OM2= [((lil・r/g)・ks+ki
) ・(DVS-DVA)+To-TEMI/T
.

...... (5) Note that the above equation (5) is the same as the above equation (1) or equation (4).
However, when proceeding from step J106 or J107 in FIG. 16 to step E123, DVA in the above equation (5) is equivalent to step C1 in FIG. 10.
41 to C143 to the specified value, and the first
When proceeding from step J i-16 in FIG. 6 to step E123, the DVA□ specified in step J114 in FIG. bawl.

Next, when the process proceeds to step E124, the target torque TOM2 calculated in step E123 and the engine p1 rotation speed NE detected by the engine rotation speed detection unit 21 and inputted in step AlO3 of FIG. 8(i) are determined. The corresponding throttle valve opening degree 0THz is set to the map #MTH (not shown).
, and the process advances to step E125.

The control in step E123 and step E124 is performed in common by the constant vehicle speed control section 8, acceleration control section 9, and deceleration control section 10 of the control section 25, and as described above, from step E133 When the process proceeds to step E123, the constant vehicle speed control unit performs control according to steps E123 and E124, and the throttle valve opening degree θT++2 is set.

Next, in step E125, it is determined whether the value of the flag □ is 1 or not. ■ If it is determined that =1, the current control cycle corresponds to the timing for opening and closing the throttle valve 31, so step E12 is performed.
If the process proceeds to step 6 and it is determined that 11□ is not 1, the current control cycle does not correspond to the above timing, so the auto cruise mode control in the current control cycle is ended without opening or closing the throttle valve 31.

If the process proceeds to step E126, the throttle valve 31 is rotated in the same manner as in step E109 to the position where the throttle valve opening OTHz determined in step E124 is reached, and a torque approximately equal to the target torque ToM2 is applied to the engine. It is output from 13. Furthermore, since the opening and closing of the throttle valve 31 in the current control cycle is at the timing when it should be opened and closed, the flag I is set in the next step E127. The value of is set to 1, and the auto cruise mode control in the current control cycle is ended.

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

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

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

It will look like this:

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

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

The case where neither the acceleration switch 45 nor the changeover switch 46 is operated after transitioning to the vehicle running state by the auto cruise mode control is as described above, but the case where the acceleration switch 45 or the changeover switch 46 is operated after the transition is described below. Explain.

After the vehicle has entered the driving state using auto cruise mode control and the vehicle speed has become almost constant through the above control, the acceleration switch 45 is operated to switch to one of the positions marked with the same mark in Fig. 6. 12, the process proceeds to step E110 via step E101 in FIG. 12, and as described above, it is determined whether the position of the acceleration switch 45 has changed from the previous control cycle.

If the process proceeds to step E110 in the first control cycle after changing the position of the acceleration switch 45, the process proceeds to step E1]1 based on the judgment here, sets the value of the flag ■ to 1, and then proceeds to step E112. Flag 1. The value of flag I9 is set to O, and in the next step E113, the value of flag I9 is set to O, and then the process proceeds to step E114.

Note that this flag I is set corresponding to the position of the acceleration switch 45 when the driving state specifying unit 3 of the control unit 25 designates accelerated driving by operating the acceleration switch 45 or the changeover switch. A value of 1 indicates that control for smoothly increasing the acceleration of the vehicle to 1 target acceleration has already been performed in the previous control cycle.

In step E114, it is determined whether or not the position of the acceleration switch 45 is the same as in FIG. 6, based on the contact information input in step AlO3 in FIG. 8(i) in the current control cycle. If it is determined that this position is fixed, the process proceeds to step E115, and if it is determined that this position is not the mouth.

The process advances to step E116.

If the process advances to step E116, the designation of the driving state designation unit 3 of the control unit 25 is switched to accelerated driving, and the flag
Let the value of be 1. Then, in the first step E117, the value of the flag (2) is set to 0, and then the process proceeds to step E118.

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

This step E120 is the setting of the target vehicle speed vS, which is the target value of the vehicle speed after acceleration, in the target vehicle speed setting unit 6 of the control unit 25. The actual vehicle speed VA detected by the detection unit 24 and input to the control unit 25 [see step A 103 in FIG. 8(i)] and the preset correction amount V
It is set to the sum of Kx.

Next, when the process proceeds to step E121, the target acceleration setting section 4 of the control section 25 performs acceleration switch control according to the flowchart of steps 6101 to G105 shown in FIG. 14. This acceleration switch control sets the value of the target acceleration DVS2 corresponding to each position (6), turn, or group of the acceleration switch 45 shown in FIG.

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

That is, as shown in FIG. 14, first step G101
At this point, it is determined whether the acceleration switch 45 is in the old position shown in FIG.

If it is determined that they are in the same position, step G102
Then, the preset acceleration value DVSb corresponding to the position (■) is substituted into the target acceleration DVS2.

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

On the other hand, if it is determined that the acceleration switch 45 is not in the second position, it is in the remaining group position, and the preset value DVSd corresponding to the group position is set to the target acceleration DVS. substitute. It should be noted that it can be determined that the acceleration switch 45 is in the group position at step E114 in FIG. 12 before the acceleration switch control is performed.
6) This is because it has already been determined that this is not the case.

As described above, the value of the target acceleration DvS2 corresponding to the position of the acceleration switch 45 is set, but the target acceleration DVS2 is determined by the driving state specifying unit 3 of the control unit 25 when acceleration driving is specified and acceleration is started. Since this is the target value of the vehicle acceleration which becomes constant after the vehicle acceleration, three types of vehicle acceleration states (DVSb, DVSc, and DVSd) are selected corresponding to the positions of the previous group. Like this VSb, DV
Sc and DVSd (7) values are DVSb<DVSc<
DVSd, DVSb is slow acceleration, DVS
c is a value corresponding to medium acceleration, and DVSd is a value corresponding to sudden acceleration.

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

As described above, this acceleration control is a control that is performed in accordance with the position of the acceleration switch 45 when accelerated driving is specified by the driving state specifying unit 3 of the control unit 25, and is a control that is performed in accordance with the position of the acceleration switch 45. The acceleration of the vehicle is smoothly increased up to the target acceleration DVS2 set corresponding to each position (old, round, or group) by the setting unit 4, and by such accelerated driving, the target vehicle speed setting of the control unit 25 is performed. The change in acceleration when the vehicle speed reaches the target vehicle speed set by the section 6 and the target vehicle speed change control section 6a is smoothed.

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

That is, in the first step L101, it is determined whether the actual vehicle speed VA input in step AlO3 of FIG. 8(i) is a preset reference value, and whether VA>K5. If it is determined that VA>Ks, the process proceeds directly to step L104, and if it is determined that VA>K is not, the process proceeds to step L102 and LiO2.
The process then proceeds to step L104.

When proceeding from step L101 to step L102, the target acceleration DVSAC corresponding to the actual vehicle speed VA and the position of the acceleration switch 45 based on the contact information input in step 8103 of FIG. 8(i) is calculated from the map #MDVSAC. Read out.

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

That is, until the actual vehicle speed VA goes from O to the reference value, the sixth
The target acceleration DVSAC is adjusted according to the increase in the actual vehicle speed VA for each position (5) to group of the acceleration switch 45 shown in the figure.
increases and the actual vehicle speed VA reaches the reference value, the value of the target acceleration DVSAC is changed to step E12 in FIG.
1 (see FIG. 14), the target acceleration DVS becomes equal to the value of the target acceleration DVS, which is set for each position by the same amount.

Next, when the process proceeds to step L103, the value of the target acceleration DvS2 set by the acceleration switch control is set at step L10.
The DVSAC is changed to the DVSAC read in step 2, and the process proceeds to step L104.

In other words, when the vehicle speed is greater than the reference value, the value of target acceleration DvS2 remains the value set by the acceleration switch control, and the vehicle speed is less than the reference value as immediately after starting.
In the following cases, the target acceleration Dv increases in response to an increase in vehicle speed and is smaller than the value set by switch control.
This becomes the value of S2.

Then, in step L104, the value of the flag 11□ is 1.
It is determined whether or not. As mentioned above, this flag I, 1 has a value of 1, which indicates that the current control cycle corresponds to the timing for opening and closing the throttle valve 31 (that is, it is a throttle valve opening and closing timing cycle). be. If it is determined in step L104 that the value of the flag □ is not 1, the current control cycle does not correspond to the throttle valve opening/closing timing cycle, so the acceleration control in the current control cycle is immediately terminated.

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

In step L105, flag 1. It is determined whether the value of is 1 or not. Flag I is set in step LIO8 or step I, which will be described later, in the previous control cycle.
, 110 is performed, is indicated by a value of 1. When proceeding to step L105 for the first time after switching the acceleration switch 45,
As mentioned above, the value of flag I is set to O in step E113 of FIG. 12, so it is determined that the value of flag Is is not 1 in step L105, and step L10
Proceed to step 6.

In step L106, the flag 113 is set to 0, and L1
Proceed to 07. Note that this flag Ii3 indicates that the target acceleration DVS whose value was specified in step L108 or step L110, which will be described later, and the target acceleration DvS2 set by the acceleration switch control do not have a relationship of DVSl<DVS2. is 1.

In the next step L107, the value of the flag ■ is set to 1, and the process proceeds to step L108.

In step L108, the value of the target acceleration DVS is specified as the sum of the actual acceleration DVA inputted as DVAl in step E119 of FIG. 12 and the preset correction amount ΔDV (DVA+ΔDV), Step L
Proceed to 111.

In step L111, the two target accelerations DVS and DVS set in this way are set such that DVSt<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, and these target acceleration DVS and target acceleration DVS,
If it is determined that the relationship DVS1<DVS2 (7) does not hold, the process proceeds to step L113, where the value of the flag I13 is set to 1, and then the process proceeds to step L114.

On the other hand, in step L111, DVS engineering <DVS,
If it is determined that there is a relationship such as
The target acceleration DvS1 is designated as the value of VS, and the acceleration control in the current control cycle is ended.

As mentioned above, this control cycle is a control cycle in which the acceleration switch 45 is switched to one of the positions marked with the same mark in FIG. Acceleration switch 45
If the switching is not performed and acceleration control is continued, the flag I is set in step L107 of the current control cycle.
Since the value of is 1, from the next control cycle onward, the process proceeds to step L109 based on the determination in step L105.

In this step L109, flag digit, 3 (direction is 1
However, if the value of flag is set to 1 in the previous control cycle from step L111 to step L113, step L
From step 109, the process advances to step L114. Step L111 to step L11 in the control cycle up to one cycle before
If the process has never proceeded to step 3, since 113 is not 1, the process proceeds to step L110.

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

Therefore, the value of the target acceleration DVS is
Until the value of flag IL3 is determined to be 1 in 09,
By repeatedly proceeding to step L110, the number increases over time.

Then, in step L111, DvSl<DVS
When the target acceleration DVS increases until it is determined that , is not, the process proceeds from step L111 to step L113, where the value of the flag I□ is set to 1 as described above. The process then proceeds to step L114, and the value of the target acceleration DVS1 no longer increases.

Also, step L l 11 te, DVS, <DVS2
Until it is determined that this is not the case, the target acceleration DVS1 whose value increases as described above is specified as the value of the target acceleration (target acceleration indicated by the nine-to-cruise switch) DVSAC in step L112, *
<In step L120, this target acceleration D V S A
C is set as the currently adopted target acceleration DVS, and the acceleration control is ended.

Shikashi, step Ll I I, DVSl<DVS.

If it is determined that this is not the case, step L114 is executed as described above in the control cycle after which this determination is made.
, so D V S AC= D V S x
(') specification is no longer performed.

After proceeding to step L114, step E12 in FIG.
The target vehicle speed ■S whose value is set to 0.

Actual vehicle speed V input in step AlO3 in FIG. 8(i)
Calculate the difference VS-VA from A. Next step L115
Then, the target acceleration DVS corresponding to the difference VA-VA is read from the map #MDVS3.

As mentioned above, this map #MDVS3 is the difference VS-
This is to obtain the target acceleration DVS3 using VA as a parameter, and the difference VS-VA and the target acceleration DVS,
9 has the correspondence relationship shown in FIG.
It is determined whether there is a relationship such as the target acceleration DvS, or DVS2<DVS. Here, DVS2<DV
If it is determined that there is a relationship S, step L11
Proceeding to step 7, the target acceleration DVS is specified as the value of the target acceleration DvSAc, and in the following step D120, the target acceleration DVS to which this target acceleration DvsAc is currently adopted is specified.
, and end acceleration control. Also, step L
116, DVS2<DVS, (7) If it is determined that there is no relationship, the process proceeds to step L118, where the arrival detection unit 11 of the control unit 25 determines the absolute value I of the difference VS−VA.
A determination is made as to whether VS-VA I is smaller than a preset reference value of 4 or not.

As shown in FIG. 23, the value of the difference VS-VA is the correction amount V
KI (at step E120 in Fig. 12, the target vehicle speed vS
(correction amount added to the actual vehicle speed VA to set the actual vehicle speed VA), the target acceleration DVS3 determined according to the map #MDVS3 has a value larger than the target acceleration DvS2.

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

Therefore, in step L11G, DVS2<DV
It is determined that it is S3, and the process advances to step Ll17.

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

Then, when the difference VS-VA becomes more than Vα shown in FIG. 23 and the target acceleration DVS becomes less than the target acceleration DVS2, step L
Proceed to 118.

Here, if it is determined that l VS-VA I <K, it is determined that l VS-VA I <K, and if it is determined that l VS-VA l <K, it is determined that the vehicle speed or the target vehicle speed has been reached and the process is performed after passing through step L120. , proceed to step L119.

At this step L] 19, the target acceleration D V S
The target acceleration DVS is specified as the value of Ac, and in step L120, this target acceleration DVSAc is set as the currently adopted target acceleration DVS, and the acceleration control is ended.

Therefore, the target acceleration DVS is the target acceleration DVS2
In a subsequent control cycle after the acceleration becomes smaller, the target acceleration DVS is designated as the value of the target acceleration DVS. The target acceleration DVS is the target value of acceleration during accelerated driving, so after the target acceleration DVS is specified,
As the actual vehicle speed VA approaches the target vehicle speed VS, the actual acceleration also decreases.

When the actual vehicle speed VA becomes approximately equal to the target vehicle speed VS, step L118t', IVs-VA <K.

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

This judgment is based on the target vehicle speed vS reached by the vehicle speed due to acceleration driving.
After the arrival is detected, the driving state designation unit 3 of the control unit 25 specifies constant speed driving at the target vehicle speed VS.
In step L120, the running state switching section 12 of the control section 25
As a result, the value of flag 4 is set to 0. Note that, as described above, this flag, when the value is 0, indicates that the driving state designation section 3 should designate constant speed driving.

After completing the acceleration control in step E122 in FIG. 12 as described above, the process proceeds to step E123, where the target torque TOM of the engine 13 necessary to make the acceleration of the vehicle equal to the target acceleration DVS is determined as described above. , is calculated by the above equation (5).

Furthermore, in the next step E124, the target torque TOM 2
The throttle valve opening θ obtained from the engine 13
Tl1z is determined and the process proceeds to step E125. Note that if the designation of the driving state designation unit 3 of the control unit 25 is accelerated driving,
The control in step E123 and step E124 is performed by the acceleration control section 9 of the control section 25 as described above.

Steps E122 to E123. Proceeding to step E125 via E124 is step L in FIG.
This is a case where it is determined in step 104 that the value of the flag I□□ is 1. Therefore, in step E125, ■1□=
1, the process proceeds to step E126, and the throttle valve 31 is set to the throttle valve opening degree 0TII as described above.
Drive to position 2.

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

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

By switching the acceleration switch 45 to the position of the same mark in FIG.
One control cycle that proceeds to step E116 is performed, but after this, if neither the acceleration switch 45 nor the changeover switch 46 is operated, auto cruise mode control will continue to be performed from this next control cycle onward. . In this case, first in step EIOI of FIG. 12, it is determined that the contact of the accelerator switch 15 is in the ON state, and the process proceeds to step E110. This is because the auto cruise mode control is being performed without the accelerator pedal 27 being depressed even in the control cycle before the cycle.

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

This changeover switch control is as mentioned before.

This is carried out according to the flowchart shown in steps F101 to F121 in FIG.

First, in step F]-0], it is determined whether the contact of the changeover switch 46 is in the ON state. Here, since the changeover switch 46 is not operated, this contact is not turned on, and the process proceeds to step F111 with a negative result, where the value of the flag I is set to O.

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

As mentioned earlier, flag 1. The value 1 indicates that the contact of the changeover switch 46 was in the ON state in the previous control cycle, and the flag I indicates that the contact of the changeover switch 46 was in the ON state. A value of 1 indicates that this is the first control cycle.

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.

As mentioned above, this flag I4 indicates that the driving state designation unit 3 of the control unit 25 should set the vehicle to constant speed driving.
As indicated by the value O, in the first control cycle after switching the acceleration switch 45 to any of the positions (6) to group in FIG.
Since the value of the flag I4 is set to 1 in step E16, while the vehicle is accelerating, the determination in step E129 is negative and the process proceeds to step E130.

Further, as described above, when the vehicle is accelerated and the running speed reaches the target vehicle speed VS, the running state switching unit 12 of the control unit 25 changes the value of the flag I4 at step T, 120 in FIG. Let be O. As a result, step E1
If the determination in step E132 is negative, the process proceeds to step E132. Note that at this time, the designation of the running state designation section 3 of the control section 25 is set to constant J.
Switches to IL speed running.

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

As described above, this acceleration switch control is performed by the target acceleration setting section 4 of the control section 25 according to the flowchart shown in steps 6101 to G105 in FIG.
2 settings are made.

Next, when the process advances to step E122, acceleration control is performed.

As mentioned in Section 1, steps L101 to L in FIG.
According to the flowchart shown in 120, this is mainly performed by the acceleration control section 9 of the control section 25, and the target acceleration DVS when the vehicle is running under acceleration is set. If this target acceleration is set when the current control cycle corresponds to the timing for opening and closing the throttle valve 31,
Next, the throttle valve 31 is opened and closed as described above according to STEN';/'E123 to IE127.
] The vehicle accelerates at an acceleration approximately equal to the target acceleration DVS.

When the vehicle speed reaches the target vehicle speed ■S due to acceleration of the vehicle, the driving state designation unit 3 of the control unit 25 as described above
The designation of is changed to constant speed driving, and the process advances from step E129 to step E132.

Then, in step E i 32, the value of the flag ■ is 1-
It is determined whether or not. This flag ■6 is the “3rd”
Since the value is set to O in step F112 in the figure, the process proceeds from step E132 to step E133, where target vehicle speed control is performed.

As mentioned above, this target vehicle speed control is mainly carried out by the constant vehicle speed control section 8 of the control section 25 according to the flowchart 1 shown in steps 7, LO] to J 116 in FIG. .

In other words, the value of the flag I9 is set to 0 in the first control cycle after switching the acceleration switch 45 (12th
(See step E117 in the figure).

In step J101, unless it is determined that l1l=1 and the acceleration switch 45 or changeover switch 46 is not operated, the process always proceeds to step J109.

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

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

Therefore, the vehicle is accelerated by switching the acceleration switch 45 to any of the positions (6) to group in FIG. 6, and after the traveling speed reaches the target vehicle speed ■S, the target vehicle speed becomes the target vehicle speed, and the traveling speed of the vehicle is maintained constant.

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

In other words, as shown in FIG. 27 (i) and (ii),
Initially, the vehicle is traveling at a constant speed, and when the acceleration switch 45 is switched to one of the positions (6) to 3 at a certain time, acceleration traveling is designated. Then, acceleration is started with the target acceleration of the value set in step L108 of FIG. At this time, the target acceleration DVS set in step L110 in FIG. 17 for each control cycle corresponding to the timing of opening and closing the throttle valve 31 is the target acceleration DVS during acceleration driving.
Therefore, as shown in a stepwise manner in FIG. 27(i), the target acceleration D VS increases in each control cycle.

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

As a result, at time t□, when the [1a acceleration DVS1 becomes larger than the target acceleration DVS2 set by the target acceleration setting unit 4 of the IJ control section 25 corresponding to the position of the acceleration switch 45, time 1 is reached, and the subsequent control In the cycle, this target acceleration Dvs2 becomes the value of the target acceleration DVS. As a result, the target acceleration DVS becomes a constant value as shown in FIG. 27(i). Therefore, the traveling speed of the vehicle at this time is.

As shown in FIG. 27(ii), it increases at a substantially constant rate.

Then, at time t2, when the running speed reaches a value lower than the target vehicle speed VS set in step E120 of FIG. 12 by ■α shown in FIG.
As shown in the figure, the target acceleration DVS read out from the map #MDVS3 in step L115 of FIG. 17 is smaller than the target acceleration DvS2. Then, in the control cycle after time 2, the target acceleration DVS becomes the value of the target acceleration DVS.

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

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

Then, the control unit 2 determines that the difference between the traveling speed and the target vehicle speed vS is smaller than the reference value by 4 from then on.
When detected by the arrival detection unit 11 of 5, this control unit 2
5 in the running state switching section 12.

The vehicle is switched to the constant speed specified by the driving state specifying section 3, and the accelerated driving of the vehicle is completed. After this time, in a subsequent control cycle, the vehicle runs at a constant speed based on the target acceleration DVS set by the target vehicle speed control in step E133 in FIG. 12 in the constant vehicle speed control section 8 of the control section 25.

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

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

When the selector switch 46 is pulled toward the front side in FIG. 6 to turn it on, the process proceeds from step E101 to step El10 shown in FIG. 12 in the same manner as in the previous case. Since the position of the acceleration switch 45 has not changed since the previous control cycle, the answer to step E110 is negative and the process proceeds to step E128. In step E128, as described above, changeover switch control is performed according to the flowchart of steps F101 to F121 shown in FIG.

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

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

If the process proceeds to step F103 in the first control cycle after the contact of the changeover switch 46 is turned ON, the value of the flag I is set to 0 in step F111 of the control cycle before the contact of the changeover switch 46 is turned ON. Therefore, the process proceeds to step F104 based on the determination in step F103. After setting the value of the flag (2) to 1 in step F104, the process advances to step F105.

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

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

As mentioned above, from step F104 to step F105
Proceeding to , flag, is set to 1. Note that, as described above, the value of this flag is 1 to indicate that this is the first control cycle after the contact of the changeover switch 46 is turned on.

In the next step F106, the value of the flag 112 is set to 0, and the process proceeds to step F1.07. Note that the flag I t
As mentioned above, z means that the throttle valve 31 has not yet been opened or closed in the control cycle that corresponds to the first opening/closing timing of the throttle valve 31 after starting auto cruise mode control in each control cycle, or As already described, this corresponds to the first opening/closing timing of the throttle valve 31 after the designation of the driving state designation section 3 of the control section 25 is changed by operating the acceleration switch 45 or the changeover switch 46 in the auto cruise mode control. A value of 0 indicates that opening/closing in the control cycle has not yet been performed.

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

In the next step F108, it is determined whether the value of flag 4 is 1 or not. Note that this flag (4) indicates that constant speed driving should be specified by a driving state designation section (not shown) by having a value of 0.

Here, the contact point of the changeover switch 46 is in the ON state while the vehicle specified by the changeover of the acceleration switch 45 is still in the ON state, so the contact point is in the ON state in this control cycle. After the value of the flag 14 is set to 1 in step E116 of FIG. 12, it is determined that it has not changed and that the value is 1, and the process advances to step F109.

In step F109, the running state switching section of the control section 25]-
2 sets the value of flag 4 to 0 and proceeds to step F110. In this step F110, the latest actual vehicle speed VA determined by the interrupt control in steps A123 to A128 in FIG. 8(1v) is input, and the changeover switch control in the current control cycle is ended.

When the changeover switch control in step E128 in FIG. 12 is performed as described above, the process advances to the next step E129, and when it is determined whether the value of flag I4 is 1, flag 1. Since the value is set to O in step F109 of FIG. 13, I, = 1. If it is determined that the
The designation in the driving state designation section 3 switches to constant speed driving.

In step E132, flag 1. It is determined whether or not the value of flag 16 is 1. Since the value of flag 16 was set to 1 in step F105 of FIG. 13, it is assumed that l6=1 and the process proceeds to step E105.

Step E105 and the control in steps E106 to E109 following step E105 are exactly the same as the control performed in steps E105 to E109 in the first control cycle after the accelerator pedal 27 is released. Therefore, this control (E 105 to E
109), the current control cycle is the throttle valve 31
Regardless of whether or not the opening/closing timing corresponds to the opening/closing timing, the slot 1-- which is estimated to be capable of running at a constant speed with the actual vehicle speed VAI at the time of switching by the changeover switch 46 as the target vehicle speed.
The throttle valve 31 is rotated until the throttle valve opening degree is reached.

As a result, the engine 13 outputs a torque approximately equal to the torque required for running at a constant speed, and the running state of the vehicle starts to change from accelerated running to constant speed running.

In the first control cycle after the contact of the changeover switch 46 is turned ON, the control described above is performed, but in the second control cycle and thereafter, the auto cruise mode control is continued, and the acceleration switch 45 is not operated. If not, the process proceeds to step E128 via step EIOI and step E110 in FIGS. 1-2, and changeover switch control is performed in the same manner as in the above case.

This changeover switch control is also performed in step F1 in FIG. 13, as described above. The process is performed according to the flowchart shown in ol~F121, and steps FIO1 to F1
When proceeding to 02, here, the contact of the changeover switch 46 is in the ON state. , and the value of flag ■ remains 1 in step F104 of the first control cycle after this contact is turned on, so step F10
Depending on whether the value of the flag I in step F3 is 1, the process advances to step F113.

In step F113, it is determined whether the value of the flag 14 is 1 or not. Since the value of the flag 4 was set to O in step F109 of the first control cycle after the contact of the changeover switch 46 was turned on, it is determined that l4=1 is not established, and the process proceeds to step F112. And step F
At step 112, the value of the flag is set to 0, and the changeover switch control in the current control cycle is ended.

On the other hand, when proceeding from step FIOI to step F111, the value of flag 5 is set to Q in this step F]-11, and the value of flag I is set to O in step F112.
The changeover switch control in the current control cycle ends.

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

Next, after the changeover switch control is completed, step E in FIG.
When proceeding to 129, flag 1. However, as mentioned above, since the value of flag ■4 remains O in step F109 of FIG. 13, the process proceeds to step E132 based on the determination in step E129. The designation of the driving state designation unit 3 of the control unit 25 remains constant speed driving.

In step E132, the value of the flag ■ is 1. It is determined whether or not. Here, flag I.

Since the value of is set to O in step F112 of FIG. 13, the process proceeds from step E132 to step E133, where target vehicle speed control is performed.

As described above, this [1 mark vehicle speed control] is performed according to the flowchart shown in steps J101 to J116 in FIG. 16.

In the first step J101, flag 1. A determination is made whether the value of is 1 or not. This flag I has a value of O, which indicates that the vehicle is traveling at a substantially constant speed under auto cruise mode control. Here, the value of flag ■8 is, as mentioned above,
In the first control cycle after the contact point of the changeover switch 46 is turned ON, it is set to 1 when proceeding from step E132 to step E106 in FIG. Proceed to step J102.

The control performed according to steps J-02 to J107 is performed in the first control cycle after the accelerator pedal 27 is released, and in the second cycle after the control is performed according to steps E10L to L.:109 in FIG. This control cycle is exactly the same as that performed in the target vehicle speed control at step E133.

That is, the setting of the one-mark acceleration DVS necessary for gradually decreasing the actual acceleration DVS is performed every five throttle valve opening/closing timing cycles.

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

As a result, the acceleration of the vehicle gradually decreases, and the running speed increases.
The actual vehicle speed VA gradually approaches the actual vehicle speed VA when the contact point of the changeover switch 46 is turned on and the vehicle is running at a constant speed, and eventually becomes almost constant.

Then, in step JLO4 of FIG. 16, if it is determined that the absolute value IDVA + of the actual acceleration DVA is smaller than the preset reference value α, the value of the flag I8 is set to O in step J108, and then steps J109 to ．． 71
．． 1.6.

The control according to steps J109 to J116 is also the same as the control performed in steps J101 to J107, and is exactly the same as the control performed in the target vehicle speed control in step E133 in FIG. 12 when the auto cruise mode control is performed by releasing the accelerator pedal 27. It is. Also, step J10
From the control cycle following the control cycle in which judgment 4 was made, the value of flag ■8 becomes O at step J ], 08.
Therefore, from step J101 to step JI
The process advances to O9 and similar control is performed.

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

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

As described above, when the contact point of the changeover switch 46 is turned on while the vehicle is accelerating, the designation of the driving state designating section 3 of the control section 25 is switched to constant 1j forward movement, and this switching is The actual vehicle speed VA at the time the vehicle is running at a constant speed becomes the target vehicle speed when the vehicle is traveling at a constant speed.

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

Next, when the acceleration switch 45 is in one of the positions of the same amount in FIG. A case will be described in which the contact point of the changeover switch 46 is turned on by pulling the operating portion 18a of the switch 1-8 toward you.

In this case, when the contact of the changeover switch 46 is turned on, step EIO in FIG.
Proceed from step I to step EIIO.

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

In step E128, as described above, changeover switch control is performed according to the flowchart shown in steps FIOI to F121 in FIG. 13.

That is, first, in step F101, FIG.
Based on the contact information input in step AIO3 of i), it is determined whether the contact of the changeover switch 46 is in the ON state, and based on this determination, the process advances to step F102.

In step F102, the value of flag 11 is set to 1, and the process proceeds to step F103, where it is determined whether the value of flag 11 is 1 or not. In the previous control cycles, auto cruise mode control was performed without operating either the acceleration switch 45 or the changeover switch 46, and the value of flag was set to step F.
111 is set to 0. Therefore, the changeover switch 4
In the first control cycle after turning on the contact point No. 6, step F104 is performed based on the judgment in step F103.
In step F104, flag 1. the value of 1
After that, the process proceeds to step 105.

In addition, if the contact of the changeover switch 46 is in the ON state in the next control cycle and the auto cruise mode control is continued and the process proceeds to step F103, the contact of the changeover switch 46 is kept in the ON state as described above. In step F104 of the first control cycle, the flag ■,
Since the value of is set to 1, the process proceeds to step F]13 based on the determination at step F i O3.

Next, when the process proceeds from step F103 to step F104 to step F]05, the value of flag I is set to 1 in step F105, and the value of flag I is set to 1 in step F106.
After setting the value of 12 to O, the process advances to step F107.

In step F107, since the current control cycle is the first control cycle after the contact of the changeover switch 46 is turned ON, the driving state of the control unit 25 is different from the driving state of the vehicle specified up to the previous control cycle. It is specified by the state specifying section 3. Therefore, here:
As described above, the value of the actual acceleration DVA is set to DVA,5 input in step AlO3 of FIG. 8(i), giving priority to the high followability to the actual acceleration value.

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

Here, after the acceleration switch 45 is switched to accelerate the vehicle, if the traveling speed reaches the target vehicle speed and becomes a constant speed traveling state as described above, the value of the flag I4 is set to the first - It is set to O in step L120 in FIG.

When the auto cruise mode control is performed by releasing the accelerator pedal 27 and the vehicle is running at a constant speed,
The value of flag I4 is set to O in step E102 of FIG. Further, when the auto cruise mode control is performed by releasing the brake pedal 28 and the vehicle is running at a constant speed, the value of flag is changed to step C1 in FIG.
45 is set to 06.Furthermore, when the contact point of the changeover switch 46 is turned ON to bring the vehicle into a constant speed running state, the flag is set to 0 as described above. The value of O is determined in step F109 of FIG.
It is said that

Therefore, in step F108, it is determined that l4=1 is not established, and the process proceeds to step F117.

In step F117, the value of flag 4 is set to 1, and in the next step F118, the value of flag 4 is set to 0. In step F119, the acceleration switch is It is determined whether or not 45 is at the position of the mouth in FIG.

Since the position of the acceleration switch 45 is in one of the positions indicated by the same mark in FIG. 6, the process proceeds to step F121 based on the determination in step F117, and the designation by the driving state designation unit 3 of the control unit 25 is switched to accelerated driving.

In step F121, the target vehicle speed setting unit 6 of the control unit 25 detects the vehicle speed and acceleration detected by the vehicle speed/acceleration detection unit 24 in the current control cycle.
The value (VA+VK,) obtained by adding the actual vehicle speed VA input in step E120 and the preset correction amount VKx, which is the same as that used in step E120 of FIG. 12 described above, is the target vehicle speed VS during acceleration driving. is set as .

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

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

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

In step E130, the acceleration switch 45 is in the sixth position.
Whether or not they are located at the same position in the figure is determined based on the contact information input in step AlO3 of FIG. 8(i). Here, the position of the acceleration switch 45 is (6) in FIG.
) ~ Since it is in any position of the group, step E130
Assuming that they are not in the same position, the process advances to step E121.

In this step E121, acceleration switch control is performed by the target acceleration setting section 4 of the control section 25, and in the following step E122, acceleration control is mainly performed by the acceleration control section 9 of the control section 25.

The acceleration switch control and acceleration control based on the input of the changeover switch 46 are the same as the acceleration switch control and acceleration control performed when the acceleration switch 45 is switched to specify the accelerated driving state of the vehicle. The control performed in the first control cycle after the input of is the same as the control performed in the first control cycle after switching the acceleration switch 45 when the acceleration switch 45 is switched to designate the accelerated driving state of the vehicle. moreover.

The control in the control cycle corresponding to the first opening/closing timing of the throttle valve 31 after the changeover switch 46 is manually operated is the first time after the acceleration switch 45 is switched when the above-mentioned acceleration switch 45 is switched to specify the acceleration running state of the vehicle. This is the same as the control of the control cycle that corresponds to the timing that occurs.

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

In addition, when the control cycle corresponds to the opening/closing timing of the throttle valve 31, a preset correction amount ΔDV is further added to the actual acceleration DVA by acceleration control, and the value of DVA+ΔDV1 becomes the value at which the vehicle starts accelerating. The target acceleration DVS is set to smoothly perform the process.

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

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

As described above, the contact of the changeover switch 46 is turned ON.
Although the control in the first control cycle is performed after the state is established, the accelerator pedal 27 is
If the brake pedal 28 is not depressed, the auto cruise mode control continues, and the acceleration switch 45 is not switched, steps EIOI and E1 in FIG.
0, the process proceeds to step F101 in FIG. 13, where it is determined whether the contact of the changeover switch 46 is in the ON state.

Further, if the contact point of the changeover switch 46 is kept in the ON state continuously from the previous control cycle, step F1
01, the process proceeds to step FIO2, where the operating section 18a of the auto cruise mode 18 is released and returned to its original position. On the other hand, if the contact of the changeover switch 46 is in the OFF state, the process proceeds to steps F1 and F11 based on the determination at step FIOI.

When proceeding from step FIOI to step F:+-02, the value of the flag ■ is set to 1 in step F102, and then the process proceeds to step F103, where step F], 0
3, it is determined whether the value of flag I is 1 or not. As mentioned before, the value of flag is determined by the selector switch 46.
Since the contact is set to 1 in step F104 of the first control cycle after the contact is turned ON, and the contact continues to be in the ON state, the process proceeds to step F113 based on the determination in step F101.

In step F113, flag. It is determined whether or not the value of flag 4 is 1. Since the value of flag 4 was set to 1 in step F117 of this control cycle, the process proceeds to step F114 based on the determination in step F113.

In step F114, step AlO in FIG. 8(i)
Based on the contact information input in step 3, it is determined whether the acceleration switch 45 is in the position shown in FIG. now,
Since the acceleration switch 45 is in one of the positions of group u in FIG. 6, the process proceeds to step F116 based on the determination in step I"114.

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

Note that the target vehicle speed S in the previous control cycle is the value specified in step F121 if this control cycle is the first control cycle after the contact of the changeover switch 46 is turned on. On the other hand, if it is not the first control cycle, the value is specified in step F116.

Therefore, when the contact of the changeover switch 46 is turned on, the value obtained by adding the preset correction amount vK to the actual vehicle speed VA is specified as the target vehicle speed vS during acceleration driving in the first control cycle. When the changeover switch 46 continues to be in the ON state, the target vehicle speed VS increases by a preset correction IVT function for each control cycle as the duration of this continuation increases.
increases. In other words, V S ” V A + V T
, +VKl.

Next, when the process advances from step F116 to step F112, the value of the flag (2) is set to O, and the changeover switch control in the current control cycle is ended.

If the contact point of the changeover switch 46 is not in the ON state in the current control cycle and the process advances to step F111 based on the judgment of step FIOI, this step F11
1, flag 1. Set the value to 0 and proceed to step F112.
Proceed to. In step F1]2, the flag ■
, and the changeover switch control in the current control cycle is #r.

The changeover switch control is completed as described above, and the process then proceeds to step E129 in FIG. 12. This step E12
9, it is determined whether the value of the flag I4 is 1, but as mentioned above, the value of the flag I4 is the 13th
Since it is set to 1 in step F117 in the figure, the process advances to step E130 based on the determination in step G129.

In step E130, it is determined whether the acceleration switch 45 is in the same position as in FIG. here,
Since the acceleration switch 45 is in the position US] to group in the figure, the process advances from step E130 to step E121.

Step E121 and subsequent steps E122-E
The control at step 127 is the same as the control performed after the second control cycle after switching the acceleration switch 45, as described above.

That is, in the acceleration switch control of step E121, the position of the acceleration switch 45 is not changed.

The value set in the first control cycle after the contact of the changeover switch 46 is turned on is subsequently set as the target acceleration I) VS during constant acceleration driving.

Further, by the acceleration control in step E122, the acceleration of the vehicle is smoothly increased to the target acceleration DvS2 at the start of acceleration, and then the vehicle is accelerated at the target acceleration DVS2 to bring the traveling speed of the vehicle to the target acceleration. When reaching the vehicle speed ■S, the target acceleration DVS is set so that the acceleration is gradually decreased before reaching the target vehicle speed VS.

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

Even when the traveling speed of the vehicle becomes almost equal to the target vehicle speed VS due to such acceleration, the flags (2) and 2 are set in the acceleration control at step E122, similarly to when the acceleration control is performed by switching the acceleration switch 45. The value is set to 0. Therefore, from the next control cycle onward, the steps from step E129 to step E132 are followed by step E13.
Proceeding to step 3, the vehicle runs at a constant speed under target vehicle speed control in which the target vehicle speed vS is set as the target vehicle speed.

As mentioned above, when the acceleration switch 45 is held at the position indicated by the same mark in FIG. 6, the auto cruise moto control is being performed, and the vehicle is running at a constant speed, the operating section of the auto cruise switch 18] 8a toward the front side in FIG. 6 to input the contact point of the changeover switch 46, the control section 2
The designation of the driving state specifying section 3 of No. 5 becomes accelerated driving, and the acceleration of the vehicle is smoothly performed at an acceleration according to the position of the acceleration switch 45, similarly to when the acceleration switch 45 is switched.

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

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

As described above, when the acceleration switch 45 is switched to the positions (5) to 3, and when the acceleration switch 4S is in the positions (6) to 46 is in the ON state, but next, when the acceleration switch 45 is switched to the same position, and when the acceleration switch 45 is in the hard position, the operation part 18a is pulled toward the front side. The case where the contact of the changeover switch 46 is turned on will be described.

By switching the acceleration switch 45 to the old position shown in FIG. 6, or when the acceleration switch 45 is in position (5) and the vehicle is running at a constant speed, the changeover switch 46
By turning on the contact point, the acceleration running state of the vehicle is designated. If the acceleration switch 45 is switched to the home position while the vehicle is accelerating,
Since the accelerator pedal 27 was not depressed in the previous control cycle, at step EIOI in FIG.
The contact point of the accelerator switch 12 was O in the previous control cycle.
It is determined that the state is N and the process proceeds to step EllO.

In step El10, as described above, it is determined whether the position of the acceleration switch 45 has been changed from the previous control cycle based on the contact information input in step AlO3 of FIG. 8(i). It will be done. Acceleration switch 4
5 was at the old position in the previous control cycle and will be at the mouth position in the current control cycle, so step E11
If the determination is 0, the process advances to step E111.

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

Since the acceleration switch 45 is in the fixed position in this control cycle, steps E114 to E1
15, set the value of flag I4 to 0, and then proceed to step E.
Proceed to step 104.

This step E104 and the following step E10
5 to E109 are the steps E109 performed in the first control cycle after the accelerator pedal 27 is released.
The control is exactly the same as that of steps 104 to E109.

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

In the first control cycle after switching the acceleration switch 45 to the same position, the control described above in step 5 is performed, but the auto-cruise mode control continues to be performed in the next control cycle and thereafter. If the acceleration switch 45 is held in the fixed position and the changeover switch 46 is not operated, the process proceeds from step E101 to step E110 in FIG. It is determined whether the position of has changed from the previous control cycle.

As described above, since the acceleration switch 45 is held at 4 and its position has not been changed since the previous control cycle, the process proceeds from step E110 to step E128, where changeover switch control is performed.

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

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

Then, in step F111, the value of flag I is set to 0,
Next, in step F112, the value of the flag (2) is set to 0, and the changeover switch control in the current control cycle is ended.

Next, when the process advances to step E129 in FIG. 12, it is determined whether the value of flag 1 is 1 or not. As described above, since the value is set to O in step E115 of the first control cycle after switching the acceleration switch 45 to the same position, the process proceeds to step E132 based on the determination in step E129, and the control unit 25 stops running. The designation in the state designation section 3 is switched to constant vehicle speed running.

In step E132, it is determined whether or not the value of flag I is 1. Since flag I was set to O in step F112 of FIG. 13, step E1
Based on the determination in step E132, the process advances to step E133, where target vehicle speed control is performed.

As described above, this target vehicle speed control is performed according to the flowchart shown in steps J101 to J1''6 in FIG. 16.

That is, in the first step JIOI, it is determined whether the value of the flag Ill is 1 or not.

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

This step J102 and the following step, J1
The control of steps EIOI to J107 in FIG. 12 is the first control cycle after the release of the accelerator pedal 27.
Control is performed according to E109, and the process proceeds to step E133 in the subsequent control cycle, resulting in exactly the same target vehicle speed control as performed according to steps J102 to J1o7. That is, the target acceleration VDS required to gradually reduce the actual acceleration DVA is set in each control cycle corresponding to the timing of opening and closing the throttle valve 31.

After completing the target vehicle speed control as described above, next:
According to steps E123 to E127 in FIG. 12, control is performed as described in each case so far,
The throttle valve 31 is opened and closed to the throttle valve opening degree that allows the acceleration of the vehicle equal to the target acceleration DVS to be obtained every fA cycle corresponding to the timing of opening and closing. As a result, the acceleration of the vehicle gradually decreases, and the traveling speed changes to the actual vehicle speed VA immediately after switching the acceleration switch 45.
, gradually approaches and becomes almost constant.

In this way, the acceleration of the vehicle decreases, and in step J104 of FIG. 16, the absolute value I of the actual acceleration DVA is
When it is determined that DVA + is smaller than the preset reference value α, the value of the flag ■ is set to O in step J108, and then the process proceeds to step JIO9, and this step J109 and the following step JIIO- J11
Control is performed according to 6. Also, step J104
In each control cycle after the determination is made, the value of flag is set to O in step J108, so the process advances from step J101 to step J109, and control is performed in the same manner.

The control performed according to steps J109 to J116 is performed in steps JI O1 to J as described above in the auto cruise mode control after the accelerator pedal 27 is released.
Control is performed according to step J108, in particular step J104.
The control is exactly the same as that performed in steps J109 to J116 after proceeding to step J108 based on the determination.

Then, control is performed according to steps E123 to E127 in FIG. 12. by this.

Opening/closing of the throttle valve 31 to obtain the throttle valve opening to obtain the acceleration of the vehicle equal to the target acceleration DVS.

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

As mentioned above, switching the acceleration switch 45,
Alternatively, if the acceleration switch 45 is switched to the same position while the vehicle is accelerating by turning on the contact point of the changeover switch 46, the driving state specifying section 3 of the control section 25 specifies the control to drive at a constant speed with the actual vehicle speed VAT immediately after switching the acceleration switch 45, that is, the vehicle speed at the time when the designation of the driving state was not switched to constant speed driving, as the target vehicle speed. will be carried out.

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

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

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

Next, the acceleration switch 45 is held in the same position, and
When the auto-cruise mode control is performed and the vehicle is running at a constant speed because the driving state specifying section 3 of the control section 25 specifies constant speed driving, the operation section 18a of the auto-cruise switch 18 is activated as shown in FIG. The case where the switch 46 is turned on by pulling it toward the front will be described below.

In this case, if the contact of the changeover switch 46 is turned on, step EIO in FIG.
Proceed to step I to step EIIO, and then proceed to step E11.
If 0, the acceleration switch 45 has not been operated, so it is determined that the position of the acceleration switch 45 has not changed since the previous control cycle, and the process proceeds to step E128.

In this step E128, as described above, changeover switch control is performed, and first, step F in FIG.
103-, step AlO3 of FIG. 8(i)
Based on the contact information entered in .

A determination is made as to whether the contact of the changeover switch 46 is in the ON state.

Now, the contacts of the changeover switch 46 are in the ON state, so
Proceeding from step FIOI to step F102, the value of flag I is set to 1, and in the next step F103, it is determined whether or not the value of flag I is 1.

In the first control cycle after the contact of the changeover switch 46 is turned ON, O1-Cruise mode control is performed without operating both the acceleration switch 45 and the changeover switch 46 in the previous control cycles. The value of the flag ■ is set to O in step F111. Therefore, according to the judgment of F2O3, step F
Proceed to step 104.

In this step F104, the value of flag I is set to 1, in the next step F105, the value of flag ■6 is set to 1, and further,
In step F10G, the value of flag I12 is set to O, and the process advances to step F107.

In this step F107, since the current control cycle is the first control cycle with the contact of the changeover switch 46 in the ON state, a driving state different from the vehicle driving state specified up to the i'iiJ control cycle is controlled. It is specified by the driving state specifying section 3 of the section 25. For this reason, as mentioned earlier, the value of the actual acceleration 1) V A is set as shown in Fig. 8 (i), giving priority to high followability to the actual value.
Let it be the DVA input in step AlO3.

In the next step F108, it is determined whether the value of the flag I4 is 1 or not, but as described above, the value of the flag 2 is 0.

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

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

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

If the contact point of the changeover switch 46 is turned on, the value of the flag I4 becomes O in step F109 in FIG.

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

Then, in step F117, the value of flag ■4 is set to 1,
After setting the value of Fra2I to O in the next step F118,
Proceeding to step F119, step A in FIG. 8(i)
Acceleration switch 45 from the contact information input in 1.03
A judgment is made as to whether or not it is in the fourth position.

In this case, since the acceleration switch 43 is in the same position, the process proceeds to step F120 based on the determination in step F119, and in step F120, the driving state designation section of the control section 25 switches to deceleration driving. Step Al in figure (i)
Correction 1 preset from the actual vehicle speed VA input at O3
The value obtained by subtracting VK2 is determined by the target vehicle speed setting unit 6 of the control unit 25 as the target vehicle speed during deceleration driving. This ends the changeover switch control in the current control cycle.

Next, when proceeding to step E129 in FIG. 12, the flag ■
It is determined whether the value of flag 1.4 is 1 or not. The value of step F in FIG.
Since it is set to 1 in step E117, the process advances from step E129 to step E130.

In step E130, step AlO in FIG. 8(i)
Based on the contact information input in step E13, it is determined whether or not the acceleration switch 45 is in the same position.Since the acceleration switch 45 is currently in the same position, step E13
0 to step E131, and this step E131
deceleration control is performed.

This deceleration control is to set a negative target acceleration (that is, target deceleration) DVS for decelerating the vehicle to reduce the vehicle speed to the target vehicle speed vS. Mainly the deceleration control section 1 of the control section 25 according to the flowcharts shown in H101 to H110.
0 and the target acceleration setting section 4.

That is, first, in step F (101), the absolute value 1vS-VAI of the difference between the target vehicle speed vS and the actual vehicle speed VA input in step AlO3 of FIG. 8(i) is set to a preset reference value. , a determination is made as to whether or not .

When the process proceeds to step H101 in the first control cycle after the contact of the changeover switch 46 is turned ON, the target vehicle speed vS is changed from the actual vehicle speed VA by the correction amount V, as described above.
Since it is the value obtained by subtracting Kz, the absolute value I VS - VA
l is equal to the correction amount VKz. And correction JI V K
2 is a note whose reference value is set larger than 4, l
VS-VA l >K4, and the process advances to step H102.

In this step H102, the target vehicle speed vS and the actual vehicle speed V
After calculating the difference VS-VA from A, the next step I(l
At O3, the target acceleration DVS corresponding to the difference V 5 - VA
, is read from map #MDVS5. Then, in the next step H104, the target acceleration D during deceleration driving is
The target acceleration DVS is specified as the value of VS, and the deceleration control in the current control cycle is ended.

” The second knob #MDVS5 is for calculating the target acceleration DvS5 corresponding to the target deceleration during deceleration driving using the difference VS-VA as a parameter, and the difference VS-V
A and the target acceleration DVS have a correspondence relationship shown in FIG. 25. Therefore, the target acceleration DVS is the difference VS
-VA is a negative value as long as it is a positive value, and is essentially a deceleration.

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

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

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

is specified, and the vehicle running state before the control cycle is constant speed running, so the actual acceleration DVA is approximately O. Therefore, in this case, the target torque TOM2 calculated by equation (5) has a value smaller than the actual torque TEM output by the engine 13.

Next, proceeding to step E124, the throttle valve opening degree θT11□ corresponding to the target torque T OM 2 calculated in step E123 and the engine speed NE input in step AlO3 of FIG. 8(i) is calculated. Map #MTH
(not shown) and proceeds to step E125.

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

The minimum value of the throttle valve opening OTH□ in the map #MTH (not shown) corresponds to the minimum opening that is the engine idle position, and the target torque TOM2 is smaller than the minimum torque that can be output from the engine 13. If the value is the throttle valve opening θT) (2, the minimum opening is specified.

Then, step E125 and subsequent step E
The controls in steps 126 to E127 are the same as those performed in each case described above, and when the current control cycle corresponds to the opening/closing timing of the throttle valve 31, the control at step E124 is the same as that performed in each case described above. The throttle valve 31 is opened and closed to a valve opening degree of 07 Hz, and the value of the flag I2 is set to 1.

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

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

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

If the contact point of the changeover switch 46 is in the ON state continuously from the previous control cycle, the process advances to step F102, and if the operating part 18a of the auto cruise switch 18 is released and the contact point of the changeover switch 46 is in the OFF state, the process proceeds to step F102. Then, the process advances to step F111.

When the process advances from step F101 to step F102, as described above, the second time when the accelerating state of the vehicle is specified by turning on the contact point of the changeover switch 46 when the acceleration switch 45 is in the position of the same mark. In the subsequent control cycle, the process proceeds from step F102 to step F114 via step F103 and step F113 in the same manner as when the contact continues to be in the ON state.

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

Then, in step F115, the target vehicle speed change control unit 6a of the control unit 25 calculates the value (VS-VT,) obtained by subtracting the preset correction amount vT2 from the target vehicle speed s in the previous control cycle. Set as the target vehicle speed vs. in the control cycle.

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

Therefore, when the contact of the changeover switch 46 is turned on,
In the first control cycle, the value obtained by subtracting 2 from the preset correction amount V from the actual vehicle speed VA (VA - V Km) is specified as the target vehicle speed VS during deceleration driving, and the contact O
If the N state continues, the target vehicle speed S decreases by a preset correction amount VT2 for each control cycle as the duration of the N state increases.

In other words, VS=VA-VT2-VK-.

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

In this control cycle, the contact of the changeover switch 46 is not in the ON state, so from step FIOI to step F
When the process proceeds to step 111, the value of flag I5 is set to 0 in step F111, and the value of flag I5 is set to 0 in the next step F112, thereby terminating the changeover switch control in the current control cycle.

The changeover switch control is completed as described above, and the process then proceeds to step E129 in FIG. 12. Then, as described above, it is determined whether the value of flag is 1 or not. Here, the value of flag ■4 is the value of step F in FIG.
Since it is set to 1 in step E117, the process advances from step E129 to step E130.

In step E130, the acceleration switch 45 is in the sixth position.
A determination is made as to whether or not the acceleration switch 45 is in the position shown in FIG.

Note that the deceleration of the vehicle at this time is approximately equal to the absolute value of the target acceleration DVS, but if the target torque TOM2 calculated in step E123 becomes a value smaller than the minimum torque that can be output from the engine 13. As described above, since the throttle valve 31 is closed to the minimum opening degree that corresponds to the engine idle position, this is the maximum deceleration obtained by engine braking and is not necessarily equal to the absolute value of the target acceleration DVS.

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

As described above, the vehicle decelerates, the actual vehicle speed VA decreases, and the absolute value l VS - VA l changes to the reference value 4.
When the speed becomes smaller, the arrival detection unit 11 of the control unit 25 detects that the vehicle traveling speed has reached the target vehicle speed
Proceed to step 105.

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

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

Next, when the process proceeds to step H108, the actual vehicle speed VA and the target vehicle speed vS become approximately equal as described above, and the control unit 2
Since the reaching detection unit 11 of No. 5 detects that the traveling speed of the vehicle has reached the reaching target vehicle speed VS, the target acceleration DvS4 is used instead of the target acceleration DVS.
It is determined by control performed according to the flowchart of steps M101 to M106 in FIG.

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

Furthermore, in the next step H108, the target acceleration DvS4 is specified as the value of the target acceleration DVS used in step E123 of FIG. 12, and the process proceeds to step H109.

As mentioned earlier, this target acceleration DVS is the target vehicle speed VS when traveling at a constant speed and the step AlO in FIG. 8(i).
The relationship shown in FIG. 23 or 24 is set for the difference VS-VA from the actual vehicle speed VA input in step 3, but in either figure, as the difference VS-VA increases, the There is a correspondence relationship. Therefore, the target acceleration DVS is used to maintain the vehicle speed, which had been decreasing, at the target vehicle speed VS, that is, the target vehicle speed vS when the vehicle was in a decelerating state.

In step H109, the running state switching unit 1 of the control unit 25
2 is the flag ■ Set the value of 4 to O and the first step) Il l
At O, the value of the flag I3 is set to O, the deceleration control in the current control cycle is ended, and the control is first performed according to steps E123 to E127 in FIG.

This control is the same as the control in steps E123 to E127 in the Meiyuai described above.

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

In other words, the target acceleration DV whose value is specified by deceleration control
The throttle valve opening degree θTl1z is set based on S,
If the current control cycle corresponds to the opening/closing timing of the throttle valve 31, the throttle valve 31 is opened/closed to this throttle valve opening degree θTH2. As a result, the traveling speed of the vehicle remains at a value approximately equal to the target vehicle speed ■S.

As described above, steps HIO3 to H1 in FIG.
According to No. 10, the auto cruise mode control continues to be performed in the next control cycle and thereafter. Furthermore, if both the acceleration switch 45 and the changeover switch 46 are not operated, step E101 and step E1 in FIG.
10, the process proceeds to step FIOI in FIG.

Here, since the contact point of the changeover switch 46 is already in the OFF state, as mentioned earlier, step F101-
Based on the judgment, the process proceeds to step F1]1, where the value of the flag (2) is set to O, and then the value of the flag IG is set to O in step F112, and the changeover switch control in the current control cycle is ended.

Next, proceeding to step E129 in FIG. 4, the flag I
It is determined whether the value of flag 4 is 1 or not, but since the value of the flag ■ is set to O at step H]09 in FIG. The designation of the driving state designating section 3 of 25 is switched to constant speed driving.

In this step E132, it is determined whether or not the value of the flag I5 is 1.
As mentioned above, since step F1]2 in FIG. 13 is set to O, the process proceeds from step E]-32 to step E133, where target vehicle speed control is performed.

This target vehicle speed control is performed in steps J101 to J in FIG.
The flag air value determined in the first step J101 is
As mentioned above, since it is set to 0 in step H110 of FIG. 15, the above-mentioned control is performed according to steps J109 to J116 in the same manner as after the transition from the accelerated running state to the constant speed running state.

When the target vehicle speed control is completed, step E12 in FIG.
ff1lJ91] is performed in accordance with 3 to E127, and the target acceleration DV is
In response to S, the throttle valve 31 is opened and closed in each control cycle corresponding to the opening and closing timing.

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

As described above, when the force a speed switch 45 is held at the mouth position and the auto cruise mode control is performed and the vehicle is running at a constant speed, the operating portion 18a of the auto cruise switch 18 is moved toward the front side. Pull the switch 46
When the contact is in the ON state, deceleration driving is designated by the driving state specifying unit 3 of the control unit 25, and the contact is in the ON state! The traveling speed of the vehicle decreases to the target vehicle speed ■S whose value decreases as the time increases. Then, the control unit 2 determines that the traveling speed has reached the target vehicle speed vS.
When detected by the arrival detection unit 11 of 5, the control unit 25
The driving state switching unit 12 switches the designation of the driving state specifying unit 3 to constant speed driving, and smoothly transitions to constant speed driving with the target vehicle speed VS as the target vehicle speed. As a result, the vehicle travels while maintaining a travel speed that is approximately equal to the target vehicle speed vS, that is, the travel speed when the designation of the travel state designation section 30 switches to constant speed travel.

Next, while the vehicle is still decelerating as described above, pull the operating portion 18a of the auto cruise switch 18 toward the front in FIG.
A case where the contact is turned on will be described below.

In this case, when the contact of the changeover switch 46 is turned ON, step E10 in FIG.
1 and step E110 to step F in FIG.
Proceed to 101.

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

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

In step F102, the value of the flag ■ is set to 0, and in the next step F103, it is determined whether the value of the flag I5 is 1 or not.

If the process advances to step F103 in the first control cycle after turning on the contact of the changeover switch 46,
Since the value of flag I was set to O in step F111 of the previous control cycle, the process proceeds to step F104 based on the determination in step F103.

Step F104 and subsequent steps F105~
In F106, set the values of Flag UE and Flag I to 1, and set the value of Flag UE and □ to O.

The process advances to the next step F107. In this step F107, as described above, the contact of the changeover switch 46 is turned on.

Since this is the first control cycle in which the driving state specifying unit 3 of the control unit 25 specifies a different driving state, the value of the actual acceleration I) V A is set as shown in FIG. 8(i) with priority given to high followability.
Let it be the DVA input in step A1.03.

In the next step F108, it is determined whether the value of the flag is 1 or not. As shown in the double series, when the vehicle is still decelerating, the contact of the changeover switch 46 is turned ON. As it is.

Since this control cycle is the first one after the contact is turned ON, when the changeover switch 46 is inputted, step F117 of the changeover switch control in FIG.
The value of flag is set to 1 in . Therefore, based on the determination in step F108, the process advances to step F109.

In step F109, the driving state switching unit 1 of the control unit 25
2, the value of flag I4 is set to 0, and the next step FIIO
Now, input the latest actual vehicle speed VAr obtained by the interrupt control in steps A123 to A128 in FIG. 8(iv) as the actual vehicle speed immediately after turning on the changeover switch 46, and change End switch control.

The changeover switch control as described above is the same as the changeover switch control in the first control cycle when the contact point of the changeover switch 46 is turned on during heavy acceleration traveling as described above. Therefore, the values of flag UE and flag UE after the end of the changeover switch control are also the same, and after the end of the changeover switch control, the process proceeds to step E105 via step 129 and step E132 in FIG.
The designation in the driving state designation section 3 switches to constant speed driving.

The control in steps E105 to E109 is completely the same as the control performed in steps E105 to E109 in the first control cycle after the accelerator pedal 27 is released or in the first control cycle after the contact point of the changeover switch 46 is set to the ○N state when the vehicle is accelerating. are the same. That is, regardless of whether or not the current control cycle corresponds to the opening/closing timing of the throttle valve 31, the throttle is adjusted so that the target vehicle speed is set to the actual vehicle speed VA immediately after the contact of the changeover switch 46 is turned on, and the vehicle is driven at a constant speed. Adjust the valve opening.

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

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

As mentioned above, the control in the first control cycle after the contact of the changeover switch 46 is turned on is the same as the first control cycle after the contact is turned on during acceleration driving, so the values of each flag are the same. Changeover switch control is performed in the same manner. And step J: 129
When the process proceeds to step E133 via step E132, target vehicle speed control is performed at steps 5101 to 510J in FIG.
This is carried out according to the flowchart shown in 116.

In this target vehicle speed control, first, in step J101, flag 1. It is determined whether the value of flag 1. is 1 or not. Since the value of is set to O in step E106 of FIG. 12 in the first control cycle after the contact of the changeover switch 46 is turned on, the process advances from step J101 to step J102.

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

If the value of this flag Itt is not 1, the current control cycle does not correspond to the opening/closing timing, so the auto cruise mode control in the current control cycle is immediately ended. On the other hand, if the value of the flag Lx is 1, the current control cycle corresponds to the opening/closing timing, so the process advances to step J103, where target vehicle speed control is subsequently performed.

When the process proceeds to step J103, the actual vehicle speed VA input in step AlO3 of FIG. 8(i) is substituted as a temporary value for the target vehicle speed vS during constant vehicle speed travel. In this way, the value of the target vehicle speed vS is updated every control cycle corresponding to the opening/closing timing until the traveling speed becomes approximately constant, in preparation for control after the traveling speed of the vehicle becomes approximately constant.

Next, in step J104, D
VA, or DVA. It is determined whether the absolute value of the actual acceleration DVA specified as the value is smaller than a preset reference value α.

When the target vehicle speed control is performed, the traveling speed of the vehicle is almost constant, and the deceleration of the vehicle is approaching 0, and it is determined in step J104 that the absolute value of the actual acceleration DVA is smaller than the reference value α, step J10
Proceed to 8 and flag.

After setting the value to 0, the process advances to step J109. In addition, since the traveling speed is not yet constant and the deceleration of the vehicle does not approach O, the actual acceleration DV is determined in step J104.
If it is determined that the absolute value of A is not smaller than the reference value α, the process proceeds to step J105.

In step J105, it is determined whether the actual acceleration DVA is greater than zero. here.

Since the vehicle is in a decelerated running state and the actual acceleration DVA has a negative value until the contact point of the changeover switch 46 is turned on, the process advances to step J106.

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

When the target vehicle speed control as described above is completed, control is performed in the same manner as in each case described above, and the control cycle corresponding to the opening/closing timing of the throttle valve 31 is first performed according to steps E123 to E127 in FIG. Each time, the throttle valve opening θTlI2 corresponding to the target acceleration DVS
The throttle valve 31 is opened and closed.

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

As described above, the target acceleration DVS is obtained by adding the correction amount ΔDV to the actual acceleration DVA of the control cycle, so as the above-described control is repeated, the negative value gradually approaches 0.

Accordingly, the deceleration of the vehicle also gradually approaches zero.

As described above, the actual acceleration DVA approaches 0, but when it is determined in step J104 of FIG. 16 that the absolute value of the actual acceleration DVA is smaller than the preset reference value α, the above-mentioned The process then proceeds to step J109 via step J108.

This step J109 and the following step J110
The control performed according to steps J109 to J116 is the same as the control performed according to steps J109 to J116 when the vehicle shifts to the constant speed running state described above. Therefore, from Stella Pu J104, step JLO8 is passed to step J109.
In the control cycle that proceeds to step J11.6, the required target acceleration DVS is set so that the vehicle travels at a constant speed, matching the target vehicle speed vs. whose value was set in step J103. It is done.

Further, when the target vehicle speed control switch 48 is switched to the (+) side or the (-) side in FIG.

Corresponding to this switching, the set value of the target vehicle speed vS is changed.

Even after the target vehicle speed control as described above is performed, the throttle valve 31 is similarly opened and closed by the control in steps E123 to E127 in FIG. Run at speed.

In addition, in the control cycle after the control cycle performed by proceeding from step J104 to step J10.9 via step 5108, flag I8 is set in step J108.
Since (direction) is set to O, when controlling the target vehicle speed, the process proceeds directly from step J101 to step J109, and the above-mentioned control is performed.

Therefore, as described above, when the acceleration switch 45 is in the 1st position, first, the contact of the changeover switch 46 is turned ON to designate the deceleration traveling state of the vehicle, and then this contact is turned OFF, After this, while the vehicle is still in the deceleration running state, turn on the contact point of the changeover switch 46 again.
In this case, the designation of the driving state specifying unit 3 of the control unit 25 switches from decelerating driving to constant speed driving, and the vehicle stops decelerating driving and returns to approximately the driving speed immediately after turning the contact ON. The vehicle will now travel while maintaining the same traveling speed, that is, the traveling speed when the designation was switched to constant speed traveling.

As described above, by performing auto cruise mode control, when the brake pedal 28 is released with the accelerator pedal 27 released, or when the accelerator pedal 27 is released with the brake pedal 28 released. In this case, the vehicle maintains the speed immediately after the pedal is released and travels at a constant speed.

When the vehicle is running at a constant speed, if the acceleration switch 45 is switched to one of the positions in group L in FIG. When the is turned ON, when the vehicle accelerates at the acceleration corresponding to each position in the old group and the traveling speed reaches the target vehicle speed, the vehicle accelerates at a constant traveling speed that almost matches the target vehicle speed. Drive at a constant speed. In addition, when accelerating driving is performed with the contact point of the changeover switch 46 in the ON state, the set value of the target vehicle speed to be reached increases by lengthening the duration of the ON state.

In addition, when the acceleration switch 45 is switched to the same position while the vehicle is running at a constant speed, or when the acceleration switch 45 is switched to the same position,
5 is in the mouth position and the contact point of the changeover switch 46 is turned ON, the vehicle is decelerated, and when the vehicle speed reaches the target vehicle speed, the vehicle is driven at a constant vehicle speed that almost matches the target vehicle speed. The vehicle is running at a constant speed. Note that when such deceleration traveling is performed with the contact of the changeover switch 46 in the ON state, the set value of the target vehicle speed to be reached is decreased by increasing the duration of the ON state.

Furthermore, when the vehicle is in either an accelerated traveling state or a decelerated traveling state, the contact point of the changeover switch 46 is turned ON again.
When the contact is in the ON state, the vehicle travels at a constant speed while maintaining a speed substantially equal to the speed immediately after the contact was turned on.

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

The engine control operation by the engine control device 1 has been described above, but in this vehicle automatic travel control device, the automatic transmission control device 101 also controls shift changes of the automatic transmission fi 32.

To explain the shift control (shift change control) of the automatic transmission 32, in the case of accelerator mode control using the accelerator pedal 15, as has been conventionally done, accelerator depression 1APs and actual vehicle speed AV are used as parameters. Based on a map (this map is normally stored in a RAM (not shown) of the automatic transmission control device 101), a shift up and a shift 1-down are performed through the controller ELC. However, power-on downshift (kickdown) is permitted when the rate of change in accelerator depression amount (accelerator operation speed) DAVS exceeds a predetermined value.

However, when auto-cruise mode control is performed in which the accelerator pedal [-5] is released, the accelerator depression amount APS cannot be used as a control parameter for speed change control of the automatic transmission 32, as in the conventional case.

Therefore, when performing such auto cruise mode control, a pseudo-depression amount of 5FTAPS is set, and the automatic transmission 32 is controlled via the controller ELC based on a map using the pseudo-depression amount of 5FTAPS and the actual vehicle speed AV as parameters. Performs speed change control.

This pseudo depression amount 5FTAPS is set to a predetermined value APS8 when the vehicle is running at a constant speed and when the vehicle is decelerating, and is set corresponding to the set target acceleration DVS when the vehicle is accelerating.

To explain the setting of the pseudo-depression amount 5FTAPS during acceleration driving, the correspondence relationship between the pseudo-depression amount 5FTAPS and the target acceleration DVS in this case is as shown in FIG. 30, for example, and they are in a proportional relationship to each other within a certain range. . In this figure, the horizontal axis represents the pseudo depression amount 5FTAPS in bit units, and the vertical axis represents the target acceleration DVS in m/s 2 units.

When accelerating, the driving state is specified as slow acceleration, medium acceleration, or rapid acceleration depending on the position of the main lever 18a of the auto cruise switch 18. s''), medium acceleration 2,5 (m
/ s”), and sudden acceleration is 3.5 (m/s2), then from Fig. 30, the pseudo-depression amount 5FTAPS for slow acceleration is 83
bit, pseudo-depression amount of medium acceleration 5FTAPS is 117bit
t, the pseudo depression amount 5FTAPS for sudden acceleration is 150 bits.

The pseudo-depression amount in each acceleration state is 5FTAPS.
Data corresponding to the target acceleration DVS is stored in a RAM (not shown) in the device and used for speed change control of the automatic transmission 32 during auto cruise mode control.

Furthermore, when it is impossible to maintain the vehicle speed by engine control alone, such as when climbing or descending (downhill), the automatic transmission control device 101 performs downshift control of the automatic transmission 32 to maintain the vehicle speed. When sudden braking is performed by the brake pedal 28, downshift control of the automatic transmission 32 is performed to apply engine braking to quickly decelerate.

First, downshift control for maintaining a predetermined vehicle speed when climbing or dismounting the vehicle will be explained.

This downshift control is shown in FIGS. 28(i) and (ii).
As an interrupt control every 20+ns, according to the procedure shown in
It is done.

Note that FIG. 28(i) mainly relates to downshift control when going uphill, and FIG. 28(ii) mainly relates to downshift control when going downhill.

Since this downshift control is carried out during constant speed control under auto cruise mode control, first, in step P101, it is determined whether or not constant speed control is under way under auto cruise mode control. . If it is determined that the constant speed control under OI-cruise mode control is not in progress, the process proceeds to step P113, where no special control regarding downshifting is performed. That is, the upshift prohibition flag and the like are canceled to cancel the upshift prohibition.

On the other hand, if it is determined that constant speed control is being performed under auto cruise mode control, downshift I-control is performed under predetermined conditions.

In other words, for example, even if the engine output is controlled to be maximum when driving, if the torque to maintain the target vehicle speed cannot be obtained, the actual vehicle speed VA will fall below the target vehicle speed ■S. is determined by the vehicle speed comparison and determination means 102 in steps P102 and P2O3.

In step P102, it is determined whether the actual vehicle speed VA has decreased below a certain percentage with respect to the target vehicle speed ■S,
Here, it is determined whether the vehicle speed VA is smaller than the target vehicle speed ■S times □. In addition.

This time is a constant of k<1.0, for example 0.
Set to 95. Therefore, vehicle speed VA is 9 of target vehicle speed vs.
If it does not reach 5%, it is determined that the actual vehicle speed VA has decreased.

Further, in step P103, the actual vehicle speed VA is changed to the target vehicle speed v.
Determine how much (i.e., how many kilometers) it is below S. Here, vehicle speed VA is target vehicle speed V
It is determined whether the value is smaller than S by 2 (b) or more. Note that 2 is set to 3.0 (km) here. Therefore, vehicle speed VA is 3.0% lower than target vehicle speed ■S.
(km) or more, it is determined that the actual vehicle speed VA has decreased significantly.

If it is determined that the actual vehicle speed VA has decreased significantly in this way, then in step P104, the acceleration comparison and determination means 103 determines whether or not the vehicle is currently accelerating (speed is increasing). Here, it is determined whether the actual acceleration DVA has not reached a certain acceleration value k, (m/s2), that is, whether DvA is small. In addition, k3
The value of k can be set to O or a positive value close to O, but here, the value of k is set to O, O (m/s2) or 0,2
(m/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 there is no need to shift the transmission; however, if it is determined that the vehicle is not currently accelerating, the engine control will continue. Even if the actual vehicle speed is not expected to approach the target vehicle speed, it is necessary to shift the transmission.

Here, the automatic transmission 32 has four gears including overdrive (4th gear), and there are two types of downshifts: 4th gear to 3rd gear and 3rd gear to 2nd gear. Shift control is performed. Therefore, it is necessary to determine the current gear position of the automatic transmission 32 and perform control based on this determination.

Therefore, in step P105, it is determined whether or not the current speed is 3rd, and in step P114, it is determined whether or not the current speed is 4.

is judged. If it is currently in 3rd gear, the engine rotation speed DRP after downshifting from 3rd gear to 2nd gear is determined in step P106.
M32 is calculated based on the current engine speed DRPM. Also, if the current speed is 4, step P115
Engine speed DRPM after downshifting from 3rd gear to 3rd gear
43 is calculated based on the current engine rotation speed DRPM. Note that during constant speed control in auto cruise mode control, 3rd or 4th gear is generally used, so if the gear is currently 2nd gear, it is not subject to downshift control. First, if the gear position is currently 1st or 2nd speed, the process advances from step P114 to step P117.

After calculating the engine speed DRPM32 after downshifting in step P106, in the following step P107,
This engine rotation speed DRPM32 is the predetermined rotation speed XDR.
The engine rotation speed comparison and determination means 105 determines whether or not it is smaller than PM3 (for example, 3500 rpm). Furthermore, even when the engine speed DRPM43 after the downshift is calculated in step P115, it is determined in the subsequent step P116 whether or not this engine speed DRPM43 is smaller than a predetermined rotation speed XDRPM4 (for example, 3500 ppm). .

And engine speed DRPM32 or DRPM43
If the rotational speed is equal to or higher than the predetermined rotational speed XDRPM3 or XDRPM4, the process proceeds to step P117, without being subjected to downshift control. - direction, engine speed DR
PM32 or DRPM43 has a predetermined rotation speed XDRPM3
Or, if it is smaller than XDRPM4, the process proceeds to step P108.

In step P108, the maximum torque TORMAX that can be output at the current engine speed is determined based on the one-dimensional Matsubu #MTORMX using the current engine speed DRPM as a parameter.
Determine.

Then, in the following step P109, the torque comparison and determination means 104 determines whether the current engine output torque TEM is within the maximum output torque range. This judgment is
Convert the current engine output torque TEM to the maximum torque TORMA
Compared to X multiplied by a coefficient of 4 (here, k4 = 0.97), if TEM is not larger than TORMAXxk4, the maximum torque is not currently being output, so the speed will be increased by engine control. It is determined that there is a possibility of this, and the process proceeds to step P117. On the other hand, TEM is TOR
If it is larger than MAXXk, it is assumed that it is currently outputting maximum torque, and the aim is to increase speed by reducing torque through downshift control.

The process advances to step P110.

In step PIIO, the first downshift determination counter CD5AS1 starts counting down. At the start of the countdown, step P11 of the previous control
7 (this step P117 will be described later),
The value of the counter CD5AS1 is the value XDSAS1 for the downshift determination period. The value XDSAS1 of the downshift determination period is set to 50 here.

Then, in the next step P111, it is determined whether or not CD5AS1 has become O. In order for CD5AS1 to become O, step PIIO must be passed through 50 consecutive cycles and counted down by 50. In other words, ■The actual vehicle speed has decreased too much. ■The actual acceleration is lower than the predetermined value.

■The gear stage is 3rd or 4th gear. ■Almost maximum torque is output at the current engine speed. ■The engine speed after downshifting does not exceed the specified value.

CD5AS1 becomes 0 only when these conditions continue for a period of 50 control cycles. Since this downshift control is interrupt control every 20 m5, the period of 50 control cycles corresponds to 1 second.

If CD5AS1 has not become 0, the process proceeds to step P118 without performing a downshift, and if CD5ASI has become 0, the process proceeds to step P112, where the shift change control means 106 performs a downshift. .

In step P112, a downshift from 3rd gear to 2nd gear or a downshift from 4th gear to 3rd gear is instructed, and an upshift is prohibited.

To prohibit this upshift, an upshift prohibition flag FLG23 from 2nd speed to 3rd speed and an upshift prohibition flag FLG34 from 3rd speed to 4th speed are used. For example, each upshift prohibition flag FLG23, FLG34 is Set so that upshifting is possible only when . Therefore,
In step P112, after downshifting from 3rd gear to 2nd gear, the upshift prohibition flag FLG23 is set to FLG.
23≠0, and when downshifting from 4th gear to 3rd gear, the upshift prohibition flag FLG34 is set to FLG34≠
Set to 0.

After downshifting in this way, the following step P
At 117, the first counter CD5AS for downshift determination
A preset downshift determination period value XDSAS1 is substituted as the value of L.

Note that step P102. P103. P104゜P2O
3, P114. If it is determined in P116 or P2O3 that the conditions for downshifting are not satisfied (in the case of No route), the value of CD5ASI is reset to XDSAS 1 in step P117 in either control cycle.

Also, step P102. P103. P104゜P2O
3, P114. With P116 and P2O3.

If all the conditions for downshifting continue to be met, the countdown in step P110 causes the C
Until D5AS 1 becomes 0, this step P117
, and directly proceeds to step P118.

In step P118, it is determined whether upshifting is currently prohibited. If upshifting has been prohibited in step P112 of the current or previous control cycle and this state continues, the process advances to step P119, where control for canceling the prohibition of upshifting is performed. If the upshift prohibition is canceled, the process advances to step P141, and the downshift control at the time of climbing is completed.

In step P119, after the downshift, the vehicle speed comparison and determination means 102 determines whether the current vehicle speed VA has approached the target vehicle speed vS. Here, this judgment is
This is performed depending on whether the current vehicle speed VA approaches the target vehicle speed VS and the difference therebetween is within 5 (=1.01al) of a predetermined value, that is, whether VA≧vS-. If the current vehicle speed VA is close to the target vehicle speed vS, the process proceeds to step P120, and control for canceling the prohibition of upshifts according to the gear position is started; however, if the current vehicle speed VA is not close to the target vehicle speed vS, the process proceeds to step P141. Finished downshift control when pitching.

To cancel the prohibition of upshift, there is an upshift prohibition flag FLG23 from 2nd speed to 3rd speed and an upshift prohibition flag FLG34 from 3rd speed to 4th speed, so it is necessary to check which prohibition flag FLG34 is currently in effect. It is necessary to judge. This can be detected based on the current gear, currently in 2
If the current speed is 3rd speed, the prohibition flag FLG23 is FLG23≠0, and if the current speed is 3rd speed, the prohibition flag FLG34 is
3 is FLG34≠0.

Therefore, in step P120, the gear position of the transmission is currently set to 2.
In step P128, it is determined whether the gear position of the transmission is currently 3rd gear. If the current gear position is 2nd gear, the process advances to step P121; If so, proceed to step P129. If it is neither (1st speed or 4th speed), there is no need to cancel the inhibition of upshifting, and the process proceeds to step P141 to finish the downshift control at the time of pitching.

Proceeding to step P121, the engine rotation speed DRPM23 when the gear position is changed from 2nd speed to 3rd speed is calculated. Then, in the following step P122, this engine rotation speed D
One-dimensional Matsubu #MTOR using RPM23 as a parameter
Based on MX, the maximum torque TORMAX that can be output after upshifting at engine speed DRPM23 is determined.

Next, the process proceeds to step P123, where the maximum torque T is determined.

The drive shaft torque TORUP after upshift is calculated based on RMAX and each gear ratio of 3rd speed and 2nd speed.

On the other hand, when proceeding to step P129, the gear position is changed from 3rd to 4th gear.
Calculate the engine rotation speed DRPM34 when changing the speed. Then, in the following step P130, one-dimensional Matsub#M is set using this engine rotation speed DRPM34 as a parameter.
Maximum torque TORMA that can be output after upshifting at engine speed DRPM34 based on TORMX
Determine X. Next, the process proceeds to step P140, where the drive shaft torque TORUP after upshifting is calculated based on the maximum torque TORMAX and the respective gear ratios of 4th speed and 3rd speed.

After calculating the drive shaft torque TORUP after upshifting in step P123 or step P140, the process proceeds to step P124, where it is determined whether the current engine torque TEM is less than or equal to the drive shaft torque TORUP calculated in step P123 or step P140. Judgment is made by comparison and judgment means 104. The reason why the current engine torque TEM is not less than TORUP is because there is currently not enough engine torque to spare, and the upshift prohibition cannot be canceled yet, so the process advances to P141. If the current engine torque TEM is less than or equal to TORUP, it is assumed that there is sufficient engine torque and that a torque larger than the current drive shaft output torque can be output after upshifting, and step P
Proceed to 125.

The determination period for lifting the upshift prohibition begins.

In step P125, the first upshift determination counter CUSAS1 starts counting down. At the start of the countdown, step PL41 of the previous control
(This step P141 will be described later), the value of the counter CUSAS1 is changed to the value X of the downshift determination period.
USA 5.1. The value XUSAS1 of the downshift determination period is set to 5 here.

Then, in the next step P126, it is determined whether CUSASl has become O. In order for CUSAS] to become O, step P125 must be passed through five consecutive cycles and counted down by 5. In other words,
■While upshifting is prohibited, ■actual speed approaches target speed, ■gear is in 2nd or 3rd gear, and ■currently engine output torque is available for a period of 5 control cycles. CUSASl becomes O. In particular, as a condition for reliably obtaining the specified torque after an upshift, there is a surplus in the current output torque of the engine, and a state in which it is possible to output a torque larger than the current drive shaft output torque after an upshift is required for a certain period of time ( In this case, it is necessary for the control cycle to last for at least 5 control cycles).

Note that since this downshift control is interrupt control every 20 m5, the period of five control cycles corresponds to 0.1 seconds.

In step P126, if CUSAS 1 has not become 0, the downshift control at the time of pitching is completed, and the 28th
The process advances to step P142 in FIG. (ii).

On the other hand, if CUSASI is O, step P1
In step P127, the shift change control means 106 cancels the upshift prohibition flag and the like to cancel the upshift prohibition. In addition, to cancel the upshift prohibition flag, use the upshift prohibition flag F.
LG23 and FLG34 are set to F LG 23 = O and FT, G 34 = 0.

After the inhibition of downshift is canceled in this way, the following step P141 assigns the preset value XUSASI of the downshift determination period as the value of the first upshift determination counter CUSAS1.

Note that step P118. P119. P128 or P1
If it is determined in step P14 that there is no need to release the downshift prohibition (in the case of No route), CUSAS 1 (
7) Set the value back to XUSASI.

Also, step P118. P119. P128 and P1
If the state in which it is necessary to cancel the downshift prohibition continues in step P125, the process skips step P141 and directly goes to step P142 in FIG. I will move on.

Next, we will explain the downshift control when driving downhill as shown in FIG. This control is performed when the engine output exceeds the target vehicle speed even if the engine output is controlled to the minimum.

First, in steps P142 and P143, the vehicle speed comparison and determination means determines whether the current actual vehicle speed VA is suppressed so as to match the target speed vS in the auto cruise mode control specified by the auto cruise switch, etc. 102
It is judged by.

In step P142, it is determined whether the actual vehicle speed VA has decreased by a certain percentage or more with respect to the target vehicle speed vS,
Specifically, it is determined whether the actual vehicle speed VA is greater than the target speed S multiplied by a constant. Note that the constant value of 6 is assumed to be 1.05 here.

If it is determined in step P142 that the actual vehicle speed VA is larger than the value of (VSXk6) and the vehicle speed is higher, the process proceeds to the following step P143, and the actual vehicle speed VA is compared to the target vehicle speed vS by how much (in other words, how many k111) Determine whether the amount exceeds that amount. Here, the difference between the actual vehicle speed VA and the target speed VS (VS - VA) is set to a predetermined value, (here, k, = 3
．． 0).

If the difference (VS-VA) is greater than the predetermined value of 7, it is determined that the vehicle speed has increased too much, and the process proceeds to step P144. Here, the actual acceleration DVA is a constant acceleration value k
II (m/s”), that is, D
The acceleration comparison and determination means 103 determines whether VA>k.
Judgment is made by Note that the value of k8 can be set to O or a negative value close to 0, but here, the value of k8 is set to O,
O (m/s") or -0.2 (m/s2).

If the actual acceleration DVA is greater than the actual acceleration DVA, it is determined that there is no possibility that the actual speed VA will approach the target speed VS through engine control in the future, and the process proceeds to step P145.

On the other hand, step P1.42. At P143 or P144,
If it is determined as No for each, the vehicle speed VA has not increased too much, or the actual speed VA will be changed by engine control in the future.
It is determined that the target speed VS can be brought closer to the target speed VS, and the process proceeds to step P153.

In this example, it is set to perform downshift control only in the case of 4th speed, and in step (2) 145, it is determined whether the gear position of the transmission 32 is currently 4th speed. If the current speed is not 4th, it is excluded from the downshift control target and the process proceeds to step P153.

If the current speed is 4th, proceed to step P146 to determine the engine rotation speed DRPM when changing the gear from 4th to 3rd.
Calculate 43. Furthermore, in the following step P147, this engine rotation speed DRPM43 is changed to a predetermined rotation speed XDRP.
The engine rotation speed comparison and determination means 105 determines whether or not it is smaller than M5 (for example, 3500 ppm).

Then, the engine rotation speed DRPM43 becomes the predetermined rotation speed
If the engine speed DRPM43 is not smaller than DRPM3, it is not subject to downshift control and the process proceeds to step P153. On the other hand, if the engine speed DRPM43 is smaller than the predetermined engine speed XDRPM5, the process proceeds to step P148.

In step P148, the minimum torque TORMIN that can be output at the current engine speed is determined based on the one-dimensional Matsubu #MTORMN using the current engine speed DRPM as a parameter.
Determine.

Then, in the following step P149, the torque comparison and determination means 104 determines whether the current engine output torque TEM is in the minimum output torque range. This judgment is
Convert the current engine output torque TEM to the minimum torque TORMI
If TEM is not smaller than TORMINXk compared to N multiplied by the coefficient (in this case, kg = 1.03), the current minimum torque has not yet been reached, so the torque should be increased by engine control. If it is determined that the torque can be decreased, the process proceeds to step P153, and if TEM is greater than TORMINXk, the process proceeds to step P150, in which the torque is currently being output at almost the minimum torque, so that the speed can be reduced by reducing the torque through downshift control.

In step P150, the second downshift determination counter CD5AS2 starts counting down. At the start of the countdown, step P153 of the previous control
(This step P153 will be described later), the value of the counter CD5AS2 is changed to the value X of the downshift determination period.
It is now DSAS2. Downshift judgment period value X
DSAS2 is set to 50 here.

Then, in the next step P151, it is determined whether or not CD5AS2 has become O. In order for CD5AS2 to become O, step P150 must be passed through 50 consecutive cycles and counted down by 50. In other words, ■The actual vehicle speed has increased too much. ■The actual acceleration is higher than the predetermined value.

■The gear stage is 4th gear. ■It outputs almost the minimum torque at the current engine speed. ■The engine speed after downshifting does not exceed the specified value. Only when these conditions continue for a period of 50 control cycles does C
D5AS2 becomes Q. Since this downshift control is interrupt control every 20 m5, the period of 50 control cycles corresponds to 1 second.

And if CD5AS2 is not O, still.
Proceed to step P154 without downshifting,
When CD5AS2 becomes O, the process proceeds to step P152 to perform a downshift.In step P152, the shift change control means 106 instructs a downshift from 4th gear to 3rd gear and prohibits upshifting. do.

To prohibit this upshift, the upshift prohibition flag FLG34 from 3rd speed to 4th speed is set such that FLG34≠O.

After downshifting in this way, the following step P
153, a second downshift determination counter CD5AS
The value XDSAS2 of the downshift determination period, which is set in advance, is substituted as the value 2.

Note that step P142. P143. P144゜P14
7 or P149, if it is determined that the conditions for downshifting are not satisfied (in the case of No route), this step P153't', C
Reset the D5AS2(7) value to XDSAS2.

Also, step P142. P143. P144゜P14
7 and P149, if all the conditions for downshifting continue to be met, the process skips step P153 and directly shifts to step P1 until CD5AS2 becomes O due to the countdown in step P150.
Proceed to step 54.

In step P154, it is determined whether upshifting is currently being prohibited. If upshifting was prohibited in step P152 of the current or previous control cycle and this state continues, the process advances to step P155, where control is performed to cancel the prohibition of upshifting. If the upshift prohibition is canceled, the process advances to step P164, and the downshift control on a downhill slope is finished.

In step P155, the vehicle speed comparison and determination means 102 determines whether the current vehicle speed VA has approached the target vehicle speed ■S after the downshift. Here, this determination is made as to whether or not the current vehicle speed VA approaches the target vehicle speed vS and the difference therebetween is within 1° (=1.0 km) of a predetermined value, that is, VA-VS2. Depends on whether or not.

If the current vehicle speed VA is close to the target vehicle speed vS, the process proceeds to step P156, and control for canceling the prohibition of upshifts according to the gear position is started; however, if the current vehicle speed VA is not close to the target vehicle speed vS, the process proceeds to step P164. Finished downshift control when pitching.

To cancel the inhibition of upshifting, the upshift inhibition flag FLG34 from 3rd gear to 4th gear is in effect, so if the vehicle is currently in 3rd gear, the inhibition flag FLG343 is FLG34≠0.

Therefore, in step P156, the gear position of the transmission is currently set to 3.
If the current speed is 3rd speed, the process advances to step P157. If the speed is not 3rd (1st, 2nd, or 4th), there is no need to cancel the inhibition of upshifting, and the process proceeds to step P164, where the downshift control at the time of pitching is completed.

Proceeding to step P157, the engine rotation speed DRPM34 when the gear position is changed from 3rd speed to 4th speed is calculated. Then, in the following step P158, this engine rotation speed D
One-dimensional Matsubu #MTOR using RPM34 as a parameter
Based on N, the minimum torque TORMIN that can be output after upshifting at engine speed DRPM34 is determined.

Next, the process proceeds to step P159, where the minimum torque T is determined.

The drive shaft torque TORUP after upshift is calculated based on RMIN and each gear ratio of 4th speed and 3rd speed.

In the following step P160, the current engine torque TE
M is the drive shaft torque 1 calculated in step P159
Torque comparison/determination means 10 determines whether the torque is greater than or equal to 0RUP.
Judge according to 4. The current engine torque TEM is T
If it is not more than ORUP, it means that almost the minimum torque is currently being generated, and the inhibition of upshifting cannot be canceled yet, and the process proceeds to P164. Current engine torque TEM
If is greater than or equal to TORUP, it can be determined that there is a margin on the lower limit side of the torque, and it is determined that it is possible to output a torque smaller than the current drive shaft output torque after upshifting, and the process proceeds to step P161, during the determination period for canceling the upshift prohibition. enter.

In step P161, the second upshift determination counter CUSAS2 starts counting down. At the start of the countdown, step P164 of the previous control
(This step P164 will be described later), the value of the counter CUSAS2 is changed to the value X of the downshift determination period.
It is now USAS2. Downshift judgment period value X
USAS2 is assumed to be 5 here.

Then, in the next step P162, CU S A S2
It is determined whether CUSAS2 has become 0 or not.
To achieve this, step P161 must be passed through five consecutive cycles and counted down by five. In other words, during the five control cycles, ■while upshifting is prohibited, ■the actual speed approaches the target speed, ■the gear is in 3rd gear, and ■the current engine output torque has some margin on the lower limit side. By continuing for a period of , CUSAS2 becomes 0. In particular, in order to reliably obtain the specified torque after an upshift, the current engine output torque must be at the lower limit at the corresponding rotational speed, and after an upshift, a torque smaller than the current drive shaft output torque will be output. It is necessary that this state continues for a certain period of time (in this case, five control cycles). Note that since this downshift control is interrupt control every 20+ns, the period of five control cycles corresponds to 0.1 seconds.

In step P162, if CUSAS2 is not set to O, after finishing the downshift control during the downhill slope,
After a predetermined time (20L+), the process proceeds to the next control cycle. On the other hand, if CUSAS2 is 0, step P16
3, the shift change control means 106 cancels the upshift prohibition flag and the like to cancel the upshift prohibition. Note that the upshift prohibition flag can be canceled by setting the upshift prohibition flag FLG34 to O. When the downshift prohibition is canceled as shown in FIG.
A preset downshift determination period value XUSAS2 is substituted as the value of USAS2.

Note that step P154. P155. P156 or P2
If it is determined in S5 that there is no need to cancel the downshift prohibition (in the case of No route), the value of CUSAS2 is reset to XUSAS2 in step P164 in any control cycle.

Also, step P154. P155. P156 and P2
If the state in which it is determined that it is necessary to cancel the downshift prohibition continues in S5, the next control will be performed after a predetermined time (20 ms) by skipping step P164 until CUSAS2 becomes O due to the countdown in step P161. Go to cycle.

In this way, when the vehicle speed cannot be maintained by engine control alone, such as when climbing a hill or going downhill, downshift control of the automatic transmission 32 is performed in addition to engine control.

Regarding downshift control when going downhill,
Same as when pitching, downshift from 4th gear to 3rd gear and 3rd gear →
Two types of downshift control, including downshift to second speed, may be performed.

This is shown in Figure 28 (m).
In FIG. 28(iii), steps with the same reference numerals as in FIG. 28(ii) indicate the same control content.

The downshift control when going downhill in this case is shown in Figure 28 (
As shown in iii), if it is determined in step P144 that the vehicle is not currently decelerating, it is not expected that the actual vehicle speed will approach the target vehicle speed even if the engine is controlled as is, so a shift change of the transmission is required. .

Therefore, it is determined in step P145 whether or not the current speed is 4, and in step P165 whether or not the current speed is 3. If the current speed is 4th, the engine speed DRPM43 after downshifting from 4th to 3rd speed is calculated based on the current engine speed DRPM in step P146, and if the current speed is 3rd, step P166 calculates the engine speed DRPM43 after downshifting from 4th to 3rd speed. →The engine speed DRPM32 after downshifting to 2nd speed is calculated based on the current engine speed DRPM.

After calculating the engine speed DRPM43 after downshifting in step P146, in the following step P147,
This engine rotation speed DRPM43 is the predetermined rotation speed XDR
It is determined whether the speed is smaller than PM5 (for example, 3500 rpm). Also, when the engine speed DRPM32 after downshift is calculated in step P166,
In the following step P167, this engine rotation speed DRPM
32 is the predetermined (7) rotation speed XDRPM6 (for example, 350
0 ppm).

And engine speed DRPM34 or DRPM32
If the engine speed is equal to or higher than the predetermined rotation speed XDRPM5 or
If it is smaller than PM6, the process proceeds to step P148.

In step P152' after this, a downshift from 4th gear to 3rd gear or a downshift from 3rd gear to 2nd gear is instructed, and an upshift is prohibited. This upshift is prohibited by setting the upshift prohibition flag FLG34 from 3rd gear to 4th gear.

Either FLG34≠O or the upshift prohibition flag FLG23 from 2nd speed to 3rd speed is set to FLG34#0.

In this way, downshift from 4th gear to 3rd gear and 3rd gear →
When two types of downshift control are performed, including a downshift to 2nd gear, the upshift prohibition flag FLG23 from 2nd gear to 3rd gear is also used to cancel the inhibition of upshift.
Or upshift prohibition flag FLG3 from 3rd gear to 4th gear
4 will be changed. Therefore, it is first necessary to determine which prohibition flag is currently in effect.

Therefore, in step P156, the gear position of the transmission is currently set to 3.
In step P168, it is determined whether the gear position of the transmission is currently 2nd speed. If the current speed is 3rd, the process proceeds to step P157, and if the current speed is 2nd, the process proceeds to step P169. If it is neither (1st speed or 4th speed), there is no need to cancel the prohibition of upshift, and the process proceeds to step P164 to finish the current downshift control.

Proceeding to step P157, the engine rotation speed DRPM34 when the gear position is changed from 3rd speed to 4th speed is calculated. Then, in the following step P158, this engine rotation speed D
One-dimensional Matsubu #MTOR using RPM34 as a parameter
Based on MN, the minimum torque TORMIN that can be output after upshifting at engine speed DRPM34 is determined.

Next, the process proceeds to step P159, where the minimum torque T is determined.

The drive shaft torque TORUP after upshift is calculated based on RMIN and each gear ratio of 4th speed and 3rd speed.

On the other hand, when proceeding to step P169, the gear position is changed from 2nd to 3rd gear.
Calculate the engine rotation speed DRPM23 when changing the speed. Then, in the following step P1.70, one-dimensional matsub #
Based on MTORMN, engine times fti[DRPM2
Minimum torque T that can be output after upshift 1 to 3 in 3
Determine ORMIN. Next, the process proceeds to step P171, and the drive shaft torque TORU after upshift is calculated based on the minimum torque TORMIN and each gear ratio of 3rd speed and 2nd speed.
Calculate P.

After calculating the drive shaft torque TORUP after upshifting in step P159 or step P171, the process proceeds to step P160.

In the following, the control proceeds in almost the same manner as in the case shown in FIG.
Set G23 to 0 or set FLG34 to O.

As above, downshift when going downhill! - By providing two types of control, downshifting can be performed more appropriately depending on the vehicle engine characteristics, the characteristics of the automatic transmission 32, etc.

In addition, if the shift change from 4th gear to 3rd gear is followed by a shift change from 3rd gear to 2nd gear, the determination time is extended from 1 second to 3 seconds, and the judgment time is extended from 1 second to 3 seconds. In this case, it is desirable to wait until the running condition of the vehicle becomes stable immediately after changing the shift from 4th gear to 3rd gear, and then perform the next shift change from 3rd gear to 2nd gear. In this case, the downshift determination counter CD5AS may be set to 150. Also.

It is desirable to perform similar control when changing the shift from 2nd speed to 3rd speed and then subsequently changing from 3rd speed to 4th speed.

Next, downshift control for applying engine braking to quickly decelerate will be explained.

The content of this control consists of the main control shown in the flowchart of FIG. 29(i) and the 20m5 timer interrupt control shown in the flowchart of FIG. 29(ii). It is carried out in a regular manner. In addition,
Downshift control is performed when the gear position is set to a high speed position (3rd speed or 4th speed) where the effect of engine braking is weak.

First, we will explain the control shown in FIG. 29 (ii) that is performed using the 201Ll timer interrupt in this main control. The counter value CD5BRK does not count down unless braking is being performed, as determined by on/off.

If braking is currently in progress, the process proceeds to step Q122, where a one-dimensional map # is created using the current acceleration DVA as a parameter.
The countdown amount DCRBRK is determined from MDCRBK.

Subsequently, in step Q123, the braking time counter value CD5BRK is decreased by countdown 1DCRBRK.

Then, in the subsequent step Q124, it is determined whether the braking time counter value CD5BRK is smaller than O. If the counter value CD5BRK is smaller than 0, the counter value CD5BRK is set to O in the subsequent step Q125.

Therefore, if the countdown amount DcRBRK is large compared to the braking time counter value CD5BRK, the counter value CD5BRK becomes 0 in a short time after a small control cycle, and if the countdown amount DCRBRK is small compared to the braking time counter value CD5BRK, the counter value CD5BRK becomes 0 in a short time after a small control period. Counter value CD5BRK becomes O for a longer time after the control cycle of
becomes.

The one-dimensional map #MDCRBK is, for example, as shown in FIG. 30, and the current acceleration DVA (m/s")
The countdown ftDcRBRK is set accordingly. Here, if the current acceleration DVA is -3 (m/s2) or more, the countdown amount DCRBRK becomes 0, and if the current acceleration DVA becomes -3 (m/s2) or less, the countdown amount DCRBRK becomes 0 depending on the magnitude of the acceleration. Countdown, 1DcRB
RK is given.

Therefore, in gentle braking where the deceleration is 3 (m/s") or less, no countdown is performed, and when the deceleration is 3 (m/s") or less, the countdown is not performed.
For sudden braking that is greater than , the more sudden the braking is, the larger the countdown amount DCRBRK is given depending on the magnitude of the deceleration.

In other words, if sudden braking is performed continuously for a certain period of time or more, the countdown amount DCRBRK becomes 0, and the stronger the braking, the faster the countdown amount DCRBRK becomes 0.
BRK becomes O.

Here, to explain the main control shown in FIG. 29(f), first, in step Q101, it is determined whether or not braking is currently being performed by turning on and off the brake switch 16. Otherwise, the braking time counter is reset depending on the current gear. That is, the process advances to step Q102, where it is determined whether or not the current gear position is set to 3rd gear. If it is 3rd gear, the process advances to step Q103, where the value CD5BRK of the braking time counter is set to the initial value (3rd gear). Brake time count) $tReset to XCBRK3. If it is not 3rd gear, the process proceeds to step Q104, where it is determined whether or not the current gear position is set to 4th gear. If it is 4th gear, the process proceeds to step Q105, where the value CD5BRK of the braking time counter is initialized. Reset the value (4th gear braking time count amount) to #XCBRK4. For other gears (1st or 2nd gear), the value CD5BRK of the braking time counter is not reset.

On the other hand, if it is determined in step Q1o1 that the vehicle is currently braking, the process proceeds to step Q106, where it is determined whether the value CD S B RK of the braking time counter is 0 or not.

During braking, the value of this braking time counter CD5BRK is decreased by the 20m5 timer interrupt control shown in the 70-- chart of FIG. 29(i), and the value of the counter CDSBRK If it is O, it is assumed that the engine brake should be applied more effectively by sudden braking, and in the case of a high speed gear, a downshift is performed as shown below. On the other hand, the counter value CD5BR
If K is not O, downshifting can be performed if the current control is completed and the counter value CD5BRK becomes 0 in the first and subsequent controls.

That is, in step Q107, it is determined whether or not the current gear position is set to 3rd gear. If it is 3rd gear, the process proceeds to step Q108, and the engine when the gear position is changed from 3rd gear to 2nd gear is determined. Rotation speed I) RPM32 is calculated in the same manner as above. Furthermore, in the following step Q109, this engine rotation speed DRPM32 is set to a predetermined rotation speed XDRPMII.
(for example, 5500 ppm) is determined by the engine rotation speed comparison and determination means 105.

Then, the engine rotation speed DRPM32 becomes a predetermined rotation speed
Unless the DRPM is smaller than 1.1, it is not subject to downshift control. In this case, in a subsequent control cycle, the engine rotation speed DRPM will wait for the engine speed DRPM to decrease due to deceleration caused by depression of the brake pedal 28.

On the other hand, the engine rotation speed DRPM32 is set to the predetermined rotation speed XD.
If it is smaller than RPMI 1, the process advances to step Q110 to perform a downshift.

In step Q110, the shift change control means 106 instructs a downshift from 3rd gear to 2nd gear. As a result, the automatic transmission 32 performs a downshift from 3rd gear to 2nd gear.

On the other hand, in step Q107, it is determined that the current gear stage is not set to 3rd gear, and in the following step Q111, it is determined that the current gear stage is not set to 3rd gear.
If it is determined that the speed is high, proceed to step Q112,
Engine speed D when changing gear from 4th to 3rd gear
Calculate RPM43 as described above. Furthermore, in the following step Q113, this engine rotation speed DRPM43 is set to a predetermined rotation speed XDRPM12 (for example, 5500 ppm).
Engine speed comparison and determination means 1 determines whether or not it is smaller than
05.

Then, the engine rotation speed DRPM43 becomes the predetermined rotation speed
Unless it is smaller than DRPM12, it will not be subject to downshift control. In this case, in a subsequent control cycle, the engine rotation speed DRPM will wait for the engine speed DRPM to decrease due to deceleration caused by depression of the brake pedal 28.

On the other hand, the engine rotation speed DRPM43 is set to the predetermined rotation speed XD.
If the RPMI is smaller than 2, the process advances to step Q114, where the gear is downshifted from 4th gear to 3rd gear in this control cycle, and then downshifted from 3rd gear to 2nd gear in the subsequent control cycle. To enable downshifting, the value CD5BRK of the braking time counter is reset to the initial value (3rd speed braking time count amount) #XCBRK3.

In the following step Q115, the shift change control means 106 instructs a downshift from 4th gear to 3rd gear. As a result, the automatic transmission 32 changes from 4th gear to 3rd gear.
A downshift to high speed is performed.

In this way, during sudden braking where the degree of deceleration is greater than a certain level, a downshift from 4th gear to 3rd gear or from 4th gear to 3rd gear is performed, promoting deceleration of the vehicle while applying engine braking. It is possible to do so.

Further, the time required for downshifting after the start of braking differs depending on the degree of sudden braking, and the more abrupt the braking, the more hasty the downshifting is.

This completes the explanation of the control details of the automatic transmission 32.

Here, control for reducing shift shock during upshifting of the automatic transmission 32 will be explained.

In other words, normally, when the automatic transmission 32 shifts, a shift shock occurs due to fluctuations in the output shaft torque, but in particular, a shift shock occurs when the output shaft torque of the automatic transmission 32 suddenly decreases when the shift is completed. It was a big shock.

This shift shock reduction control is performed by the engine control unit 25 based on information detected by the gear position detection unit 23, and is performed by the engine control unit 25 based on the information detected by the gear position detection unit 23. By temporarily reducing , the fluctuation of the output shaft torque of the automatic transmission 32 is suppressed, and the shock that is likely to occur during gear shifting is reduced.

This shift shock reduction control is performed in Fig. 31 N) to (iv
) as shown in the flowchart.
Shock reduction control mainly during upshifting from 1st speed to 2nd speed shown in FIG. 31(i), shock reduction control during upshifting from 2nd speed to 3rd speed shown in FIG. There is shock reduction control at the time of upshifting from 3rd speed to 4th speed as shown in (correct), and these controls are performed continuously in one control cycle. In addition.

For these controls, the time count value of the 5ms interrupt control shown in FIG. 31(iv) is used.

In this control, as shown in FIG. 31(i), first, in step 5101, it is determined whether or not the gear is currently being changed.
If the gear is not currently being shifted, the current shock reduction control is completed, and if the gear is currently being shifted, the process proceeds to step 5102, where it is determined whether or not an upshift command is currently being issued.

Then, if an upshift command is not currently in progress, the current upshift shock reduction control is completed.

If an upshift command is currently being issued, the process advances to step 51038.

In the following step 3103, this upshift command is changed to 1.
It is determined whether or not it is an upshift command from speed to second speed. If it is not an upshift command from 1st gear to 2nd gear,
Since this is another upshift command, the process advances to step 5131 shown in FIG. 31(ii).

On the other hand, if it is an upshift command from 1st speed to 2nd speed, shock reduction control at the time of upshifting from 1st speed to 2nd speed corresponding to this is performed.

In other words, the process proceeds to step 5104, where it is determined whether the kickdown switch (K/D SW) is currently in the OFF state. If it is not currently in the OFF state, the current upshift shock reduction control is completed, and if it is currently in the OFF state, the process proceeds to step 5IO5.

In step 5105, the kickdown switch is set to /DS.
It is determined whether W is currently in the off state by switching from on to off in the current control cycle. In other words, whether the kickdown operation was performed by depressing the accelerator pedal 27 until the previous control cycle, and whether or not the user attempted to upshift to second gear again by decreasing the amount of depressing the accelerator pedal 27 in the current control cycle. be judged.

If the kickdown switch (/DSW) is turned off in the current control cycle, the process advances to step 8106;
If switching is not possible in this control cycle, step 5
Proceed to 109.

Proceeding to step 5106, the base torque SFT at the time of shifting
The current engine output torque TEM is given as EM. The shift base torque SFTEM is the torque at the start of a shift (in this case, upshift) command.

Then, in the following step 5107, the throttle opening f7
Using the current value of TH PPG3 as a parameter, calculate the throttle closing time (time until the start of throttle closing movement) TSHUT based on the time when the K/D switch is turned off based on the one-dimensional map #MSHT12 shown in Fig. 33. decide. The value of TSHUT is set smaller as the current throttle opening PPG3 becomes larger.

Note that the magnitude of the hydraulic pressure for applying the brake to the kickdown drum (K/D drum) is mapped according to the throttle opening degree "T11" in the control section (for example, 101) of the automatic transmission 32. The hydraulic pressure that applies the brake to the K/D drum is controlled appropriately according to the throttle opening θTH.Therefore, after turning off the K/D switch, the K/D
The time until the rotational speed of the D drum starts to decrease is also determined according to the throttle opening degree θrH (PPG8).

Then, in the following step 5108, the value of timer C3FT is reset to 0, and counting of timer C3FT is started.

The count of this timer C3FT is as shown in Fig. 31 (iv).
In the 5ms timer interrupt control as shown in FIG.
It is determined whether or not the mFF port is in a stopped state, without counting, and if it is not in a stopped state FFI, counting is performed. Therefore, step S ], 08
When the value of timer C3FT is reset to O at 1-, counting starts at step 5122 from this point.
The value of C8F'r increases every 5 ms.

On the other hand, if the kickdown switch /DSW was turned off in the previous control cycle, step 5105
The process then proceeds to step 5109, where it is determined whether the value of the timer C3FT has reached the throttle closing time T S )i UT. And Cs F'r is TSHUT
If the CSF has not been reached, proceed to step 5110 and
If T has reached TSHUT, the process advances to step S1]3.

Note that when the kickdown switch/DSW is turned off, step 51 shown in FIG. 31 (iv) is performed.
The timer CS F T starts counting at 22, but
Until such an off state continues and the value of the timer C3FT reaches the throttle closing time TSHUT, the process proceeds from step SIO to step 5l10, and the throttle valve 3 is closed as a step before officially controlling the throttle closing movement.
1, and when the value of timer C5FT reaches the throttle closing time TSHUT, the process proceeds to step 5113, where the throttle closing movement is formally controlled.

Proceeding to step 5ilo, the /D drum rotation speed KD
Calculate RPMI from output shaft rotation speed VSRPM2. This rotational speed KDRPMI is the rotational speed of the /D drum during gear shifting, and can be calculated by multiplying the value of VSRPM2 by a predetermined gear ratio. In addition, in this step 5110, the current /D drum rotation speed is detected (or calculated), and the current /D drum rotation speed KDRP is determined.
M may be given as the value of K D RP M 1 .

Subsequently, in step 5111, the K/D drum rotation speed KD
Using RPMI as a parameter, the /D drum rotation speed RTNRPM for throttle return is determined from the one-dimensional map #MRTN12 shown in FIG. 34. Note that /D drum rotation speed RT N RP M is the /D drum rotation speed when returning the throttle valve 31 to its original position, and as shown in FIG. Then, K D R P M increases in proportion to 1.

Also, setting RTNRPM in this way is because, for example, when the /D drum rotational speed K D RI' M 1 is high at the beginning, the /D drum rotational speed RTN
This is because if the RPM setting value is not set high, the shock reduction operation by closing the throttle valve 31 will be delayed in response to the upshift operation, which takes an indefinite amount of time.

Then, in the next step 5112, the shift base torque SFTEM obtained in step 8106 is given as the value of the target engine output torque TOM, and in step 511
Proceed to step 7. In this way, when shifting, the Heis torque SFTEM
is set as the target engine output torque TOM because this allows the throttle valve 31 to be slightly closed.
This is to speed up the control speed by quickly completing the closing movement since the opening degree at the start of the closing movement is small when officially closing the valve 1. Note that even if the throttle valve 31 is closed to the throttle opening degree at which the base torque SFTEM is obtained during gear shifting, the output torque does not change and there is no problem in stable control of the torque.

On the other hand, the value of timer C3FT is the throttle closing time T S
When HUT is reached, the process advances to step 5113, where the /D drum rotation speed KDRPM is set to throttle return.
It is determined whether the drum rotation speed has decreased to below RTNRPM.

When an upshift from 1st to 2nd gear begins.

As the throttle valve 31 closes, the rotation speed K of the /D drum increases.
DRPM starts to decrease, but this value KDRPM
Once it has fallen below NRPM, the current upshift shock reduction control is completed and the throttle opening θTH is adjusted to
The opening degree is the one instructed by the accelerator, etc. (normal instruction opening degree).

On the other hand, if KDRPM has not fallen below RTNRPM, the rotational speed of the K/D drum is still KDRPM.
If the decrease is insufficient, the process proceeds to step 5114 and further to step 5115, in which a correction torque Tc2, which determines the temporal closing movement amount of the throttle valve 31, is set.

In step 5114, the time elapsed since the throttle valve started closing, that is, the difference between the shift timer C3FT and the throttle closing time T SHU T (C3F T - T
Using S I (U T ) as a parameter, the correction torque i, from the one-dimensional map #MTIM,12 shown in FIG.
``c'' is determined. This correction torque Tc has the meaning of so-called ``seasoning of torque change'' to improve the driving feeling of the vehicle when the torque changes.

In the following step 5115, /D before closing the throttle.
Using the drum rotation speed KDRPMi as a parameter, the 36th
The correction torque Tc2 is determined from the one-dimensional map #MRPM12 shown in the figure. In addition, as shown in the one-dimensional map # M RP Mi 2 shown in FIG. 36, the correction torque Tc, .
Before throttle closing/D drum rotation speed K D RP
The higher M1 is set, the larger it is set. This is because it is predicted that the higher the K/D drum rotation speed KDRPMI, the higher the engine rotation and high output state, and to suppress the shock during gear shifting. This is because the higher K D RP M 1 is, the more effective it is unless the correction 1 - Luk Tc is increased.

Furthermore, in step 8116, the target engine output torque T
The value of OM is calculated from the base torque SFTEM during shifting to the correction torque Tc1. The value excluding 'I'c2 (S F T
Step 511
Proceed to step 7.

In step 5117, the engine speed DRPM and target torque TOM are used as parameters.

The target throttle opening CPTG is determined from the two-dimensional map #ACT RTH.

In the following step 8118, the current engine speed D RP
One-dimensional map #THCL I with M as a parameter
”, the maximum throttle opening THMAX is determined.

The maximum throttle opening degree "I' I (M A X) is the opening degree at which there is no change in torque even if the throttle is opened two more times, and is a value determined by the engine speed.

In the next step S J-19, the maximum throttle opening T
It is determined whether HM A X is smaller than the target throttle opening CPTG, and T HM A
If it is not smaller than CPTO, the target throttle opening CPTO determined in step 5117 is adopted to finish the current upshift shock reduction control, but if THMAX is smaller than CI)TG, the process proceeds to step 5120. Then, THMAX gives the maximum throttle opening THMAX as the target throttle opening CPTG, and the current upshift shock reduction control is completed.

Here, the throttle valve 31. Timer C5FT, /D driver 11 rotations.

The state of the K/D switch and fluctuations in the output shaft torque of the torque converter 32 will be explained according to the time charts shown in FIGS. 32(i) to (iii).

At time tA, /DSW is switched from on to off in the kickdown switch, that is, an upshift command from 1st gear to 2nd gear is issued [see FIG. 32 (ii)]
First of all, the base torque SFTEM during shifting is memorized, and the throttle closing time TSHtJT is determined.
Reset the timer C3FT to O and start counting [see FIG. 32(i)].

In the control cycle that follows, the base torque S F T E M during gear shifting is set to "1 mark torque" and the throttle valve 31 is slightly closed (see FIG. 32(i)).

By performing such a preliminary operation, the throttle valve 31
When officially closing, the closing movement can be completed more quickly after the closing movement has started, and the control speed can be increased. Even if this preliminary operation is performed, there will be no problem in terms of torque stability.

At the shift start time tB, when the value of the timer C3FT reaches the throttle closing time TSI (UT), the throttle valve 31 is officially closed (see Fig. 232(i)). The drum rotation speed KDRPM also begins to decrease.

Then, with the throttle valve 31 kept in the closed state, the /D drum rotational speed KDRPM is actually reached.

At time tc when the drum rotation speed has decreased to RTNRPM for throttle return, the opening degree of the throttle valve 31 is controlled normally according to the opening degree instructed by the accelerator or the like. As a result, the throttle opening degree θTH returns to the original opening degree.

As a result, as shown in FIG. 32 (in), the fluctuation in the output shaft torque of the automatic transmission 32 is small compared to the case where shock reduction control is not performed. A sudden decrease in the output shaft torque of the machine 32 is reduced. This reduces shift shock.

By the way, if it is determined in step 5103 of FIG. 31(i) that there is no upshift command from 1st speed to 2nd speed, the shock reduction during upshift from 2nd speed to 3rd speed shown in FIG. 31(ii) control, or shock reduction control at the time of upshifting from 3rd speed to 4th speed as shown in FIG. 31(iii).

That is, in step 5103 of FIG. 31(i),
If it is determined that it is not an upshift command from 1st to 2nd speed, the process proceeds to step 5131 shown in FIG. 31 (...), and if it is determined that it is an upshift command from 2nd to 3rd speed, Shock reduction control is performed when upshifting to high speed.

In this case, first proceed to step 5132.

If it is determined whether or not the gear was being shifted in the previous control cycle, and the gear is being shifted for the first time, step 51 is performed.
The process advances to step 33, and if the gear has been changed since the previous time, the process advances to step 8136.

In step 5133, step 81 in FIG. 31(i)
Similarly to 06, the current engine output torque TEM is given as the base torque SFTEM during gear shifting.

Then, in the following step 5134, similarly to step 5107 in FIG. 31(i), the throttle closing time TSHUT is determined based on the one-dimensional map #MSHT23 shown in FIG. 33, using the cursed throttle opening PPG3 as a parameter. .

Subsequently, in step 5135, the value of timer C3FT is reset to O, and counting of timer C3FT is started, similar to step 8108 in FIG. 31(i).

The count of this timer C5FT is also performed under 5 rnsn interrupt control as shown in FIG. 31 (i).

On the other hand, if the process advances to step 8136 because the gear was being shifted last time, the value of timer C3FT is the throttle closing time T.
It is determined whether S HUT has been reached. C3
If FT has reached T S H U T, step 513
The process advances to step 7, and if C3FT has not reached TSIIUT, the process advances to step 5140.

Proceeding to step 5137, similarly to step 5110 in FIG. 31-(i), the rotation speed KDRPM of the K/D drum is
2 is calculated from the output shaft rotation speed VSRPM2. This rotational speed KDRPM2 is the rotational speed of the /D drum during gear shifting, and can be calculated by multiplying the value of VSRPM2 by a predetermined gear ratio. Here, too, the current /D drum rotation speed may be detected in step S], 37, and the current /D drum rotation speed KDRPM may be given as the value of KDRPM2.

Next, in step 8138, similarly to step 5111 in FIG. 31(i), the throttle is returned to /D drum rotation speed R.
One-dimensional map #MRTN shown in FIG. 34 is created using TNRPM and K/D drum rotation speed KDRPM2 as a parameter.
Decided from 23.

Then, in the first step 5139, the base torque during shifting SFTEM is set as the value of the target engine output torque TOM.
is given, and the process proceeds to step 5117 in FIG. 31(i).

On the other hand, in step 8136, when it is determined that the value of timer C3FT has reached the throttle closing time T S HU T and the process proceeds to step 5140, this step 51401',
In fact, the /D drum rotation speed KDRPM rises and it is determined whether the throttle return reaches the /D drum rotation speed RTNRPM.When an upshift from 62nd speed to 3rd speed is started, the throttle valve 31 is closed. The rotational speed KDRPM of the /D drum starts to increase as the rotation speed increases, but this value KDRPM
If M increases and reaches RTNRPM.

After completing the current upshift shock reduction control, the throttle opening θTH is set to the opening instructed by the accelerator or the like (normal instructed opening).

On the other hand, if KDRPM has not become larger than RTNRPM, it is determined that the increase in the rotational speed KDRPM of the K/D drum is still insufficient, and the process proceeds to step 5141.
The above-mentioned correction torque 're1°Tea that determines the amount of temporary closing movement of the throttle valve 31 is set.

In step 5141, the one-dimensional map #MT shown in FIG.
Determine the correction torque Tc from IM23. As mentioned above, this correction torque Tc has the meaning of improving the running feeling of the vehicle when the torque changes.

In the following step 5142, /D before closing the throttle.
Using the drum rotation speed KDRPM2 as a parameter, the 36th
The correction torque Tc is determined from the one-dimensional map #MRPM23 shown in the figure. In addition.

Like the one-dimensional map #MRPM23 shown in Fig. 36,
The reason why the correction torque Tc2 is set to be larger as the /D drum rotational speed KDRPM2 before the throttle is closed is set to be larger, as described above, in order to reliably suppress shock during gear shifting.

Furthermore, in step 5143, the target engine output torque T
The value of OM is the value obtained by subtracting the correction torques Tc and Tc2 from the base torque SFTEM during shifting (S F T E
M −T c 1− T c , ), the 31st
Step S in FIG. (i) ], proceed to step 17.

Then, in the same manner as described above, the target throttle opening degree CPTO is determined, and in the following step 5118, the current engine speed D
Maximum throttle opening T H using RPM as a parameter
Determine MAX.

Furthermore, in the next step 5119, it is determined whether the maximum throttle opening THMAX is smaller than the target throttle opening CPTG, and if THM A X is not smaller than CPTG, the target throttle opening determined in step 5l17 is determined. If CPTG is adopted and THMAX is smaller than CPTG, proceed to step 5120 and THMA
X gives the maximum throttle opening THM A X as the target throttle opening CPTG, and the current upshift shock reduction control is completed.

Throttle valve 31° timer C3F during shock reduction control during upshifting from 2nd to 3rd speed.
Fluctuations in the T and D drum rotation speeds and the output shaft torque of the torque converter 32 will be explained according to the time charts shown in FIGS. 32(iv) to (vi).

When an upshift command from 2nd speed to 3rd speed is issued at time tA, first of all, the shift base torque S FTE
M is stored, the throttle closing time TS)iUT is determined, and the timer C3FT is reset to 0 to start counting.

In the control cycle that follows, the throttle valve 31 is set to the target torque at the time of shifting.
close slightly. As a result, as described above, the control speed of the throttle closing movement for shock absorption can be increased.

At shift start time tB, when the value of timer C3FT reaches throttle closing time TSHUT, the throttle valve 31 is officially closed and the K/D drum rotation speed KDRPM is
starts to increase.

Then, while the throttle valve 31 is kept in the closed state, the /D drum rotational speed KDRPM actually increases to the /D drum rotational speed RTNRPM at the time tc when the throttle is returned.
Then, the opening degree of the throttle valve 31 is controlled normally according to the opening degree instructed by the accelerator or the like. This results in
The throttle opening degree θTH returns to the original opening degree.

As a result, even when shifting from 2nd to 3rd speed, fluctuations in the output shaft torque of the automatic transmission 32, particularly sudden decreases in the output shaft torque upon completion of the shift, are reduced, and shift shocks are reduced.

Next, shock reduction control at the time of upshifting from 2nd speed to 3rd speed shown in FIG. 31(iii) will be explained.

In step 5103 of FIG. 31(i), it is determined that this is not an upshift command from 1st speed to 2nd speed, and the process proceeds to step 5131 shown in FIG. 31(ii) to shift from 2nd speed to 3rd speed. When it is determined that the command is not an upshift command, step 5151 shown in FIG. 31(iii) is executed.
This is performed when the command is given to upshift 1 from 3rd gear to 4th gear.

In this case, the process first proceeds to step 5152, where it is determined whether or not the gear was being shifted in the previous control cycle. If this is the first time that the gear has been shifted, the process proceeds to step 8156, where it is determined whether or not the gear has been shifting since the previous control cycle. If so, step 51
Proceed to 53.

In step 5153, step 51 in FIG. 31(i)
Similar to 06, base torque during shifting SF'I' E M
The current engine output torque TEM is given as .

Then, in the following step 5154, similarly to step 5107 in FIG. 31(i), the throttle closing time TSHUT is determined based on the J-dimensional map #MSHT34 shown in FIG. 33, using the cursed throttle opening PPG3 as a parameter. .

Subsequently, in step 5155, the value of timer C3FT is reset to 0 and counting of timer C3FT is started, similar to step 8108 in FIG. 31(i).

The count of this timer C5FT is also performed under 5ms timer interrupt control as shown in FIG. 31(iv).

On the other hand, if the process proceeds to step 8156 because the gear was being shifted last time, the value of timer C3FT is the throttle closing time T.
It is determined whether SHUT has been reached. If C3FT has reached T S HUT, the process proceeds to step 5157, and if C3FT has not reached TSHUT, the process proceeds to step S L 4.0.

Proceeding to step 5157, similarly to step 5110 in FIG. 31(i), the rotational speed of the K/D drum KDRPM3
is calculated from the output shaft rotational speed V S RP M 2 .

This rotational speed K D RP M 3 is the rotational speed of the /D drum during gear shifting, and can be calculated by multiplying the value of VSRPM2 by a predetermined gear ratio in the same way as described above. even here,
Step 5157 is performed by detecting the current K/D drum rotation speed and converting the current K/D drum rotation speed KDRPM to KDRPM.
It may be given as the value of D RPM 3.

Subsequently, in step 8158, similarly to step SIJ, 1 in FIG. 231(i), the /D drum rotation speed K D
RI) Using M3 as a parameter, the /D drum rotation speed RT N RP M for throttle return is determined from the one-dimensional map #MRTN34 shown in FIG. 34.

Then, in the next step 5159, the base torque during shifting SFTEM is set as the value of the target engine output torque TOM.
is given, and the process proceeds to step 5117 in FIG. 31(i).

On the other hand, if it is determined in step 8156 that the value of timer C3FT has reached the throttle closing time TSI-IUT and the process proceeds to step 8160, this step 8
At 160, the /D drum rotation speed KDRPM changes to the throttle return /E drum rotation speed RT N RP
It is determined whether or not it is smaller than M.

When the upshift from 3rd gear to 4th gear starts, the throttle valve 31 closes and the /D drum rotation speed KDRP increases.
M starts to decrease, but if this value KDRP M decreases and becomes larger than RTNRPM, the current upshift shock reduction control is completed and the throttle opening ('TH) is changed to the opening instructed by the accelerator etc. (normally On the other hand, if KDRP M is not larger than RTNRPM, then K/l) drum rotation speed KD
Assuming that the increase in RPM is small, the process proceeds to step 8161 and further to step 3162, in which the correction l and lk T are determined to determine the temporary closing movement amount of the throttle valve 31, as described above.
Set up TC2.

In other words, in step 8161, the time elapsed since the throttle valve started closing (that is, the shift timer C3FT)
and the throttle closing time T SHU T (C3FT
−TSHUT) as a parameter, 1 shown in FIG.
The correction torque Tcm is determined from the dimensional map #MTIM34.

In the following step 8162, /D before closing the throttle.
Using the drum rotation speed KDRPM3 as a parameter, the 36th
The correction torque Tc2 is determined from the one-dimensional map #MRPM34 shown in the figure.

Furthermore, in step 8163, the target engine output torque T
The value of OM is the value obtained by subtracting the correction torques Tcl, Tc from the base torque SFTEM during shifting (S F T
EM-TO, -Tcz), and the process proceeds to step 5117 in FIG. 31(i).

Then, as described above, the target throttle opening CI) T
G is determined, and in the following step 8118, the maximum throttle opening T HMA X is determined using the current engine rotation speed DRPM as a parameter.

Furthermore, in the next step 5119, it is determined whether the maximum throttle opening THMAX is smaller than the target throttle opening CF)TG, and if THMAX is not smaller than CPTG, the target throttle determined in step 5l17 is Adopts opening CPTG, and THMAX is CPT.
If it is smaller than G, proceed to step 5120 and
HM A X gives the maximum throttle opening THMAX as the target throttle opening CPTG, and the current upshift shock reduction control is completed.

Throttle valve 31° timer C3F during shock reduction control during upshifting from 3rd to 4th speed.
T, N/I) Drum rotation speed and torque converter 32
The fluctuations in the output shaft torque are shown in Fig. 32 (i) to (iii).
The timing chart for upshifting from 1st to 3rd gear is almost the same as the time chart for upshifting from 1st gear to 3rd gear, so the explanation will be omitted.
Fluctuations in the output shaft torque, especially sudden decreases in the output shaft torque upon completion of a shift, are reduced, and shift shocks are reduced.

In the above-mentioned upshift shock reduction control, the timing for starting the closing of the throttle valve 31 is determined by the timer C3FT.
However, the kickdown drum (K/D
The timing of starting the closing movement of the throttle valve 31 may be determined in accordance with the detected rotational state of the drum.

In this case, shock reduction control during upshifting is carried out in accordance with the procedures shown in the flowcharts of FIGS. 31(v) to (Vii).

In addition, in Fig. 31 (■) to (or), Fig. 31 (V
) mainly relates to shock reduction control when upshifting from - to 2nd speed and shock reduction control when upshifting from 2nd to 3rd speed.
31(v) to (vii) relate to the shock reduction control at the time of upshifting from 3rd to 4th gear, and FIG. 31(vii) relates to the setting of the throttle opening in each shock reduction control. Control is performed continuously in one control cycle. Furthermore, regarding these controls, the 31st
The time count value of 5@s interrupt control shown in Figure (IV) is used.

In this control, as described above, when the timer C5FT determines the timing to start closing the throttle valve 31, steps 8107 to 5109 and step 513
4 to 5136 and steps 8154 to 8156 to determine the throttle closing time T SHU T and start the timer C3FT, C3FT
Although a step of waiting until T is required, K/D
These steps are not necessary when determining the timing to start closing the throttle valve 31 according to the rotational state of the drum. Then, in place of steps 5109, 5L36, and 5156, the current /D drum rotation speed is the previous /
D Is it larger or smaller than the drum rotation speed/D
Step 5175 of making a decision based on drum rotation speed.
S], 85, and 5L95 steps are provided.

Below, the throttle valve 3 is
The upshift shock reduction control that determines the closing movement start timing of No. 1 will be explained.

This control begins with step 51 shown in FIG. 31(v).
In step 71, it is determined whether or not the gear is currently being shifted. If the gear is not currently being shifted, the current upshift shock reduction control is completed, and if the gear is currently being shifted, the process proceeds to step 5172 and the current upshift command is issued. It is determined whether or not this has been done.

If an upshift command is not currently in progress, the current upshift shock reduction control is completed, and if an upshift command is currently in progress, the process advances to step 5173.

In the following step 5173, this upshift command is changed to 1.
It is determined whether or not it is an upshift command from speed to second speed. If it is not an upshift command from 1st gear to 2nd gear,
Since this is another upshift command, the process advances to step 8184.

On the other hand, if it is an upshift command from 1st speed to 2nd speed, shock reduction control at the time of upshifting from 1st speed to 2nd speed corresponding to this is performed.

That is, the process proceeds to step 5174, where it is determined whether the kickdown switch (K/D SW) is currently in the off state. If it is not currently in the off state, the current upshift shock reduction control is finished, and if it is currently in the off state, the process advances to step 5175.

In step 5175, it is determined whether the current /D drum rotational speed (current rotational speed of the kickdown drum) KDRPM is smaller than the previous /D drum rotational speed. In other words, in this step, the user has already decreased the amount of depression of the accelerator pedal 27, turned off the /DSW, and attempted to upshift to 2nd gear again, but as a result, the K/D drum rotation speed has started to decrease. It is determined whether the

If the K/D drum rotational speed has started to decrease, the process advances to step 8180, and if the K/D drum rotational speed has not started to decrease, the process advances to step 8176.

Proceeding to step 8176, the base torque SFT at the time of shifting is determined.
The current engine output torque TEM is given as EM. The shift base torque SFTEM is the torque at the start of a shift (in this case, upshift) command.

Then, in the following step 5177, the /D drum rotational speed KDRPMI is calculated from the output shaft rotational speed VSRPM2. This rotational speed KDRPMI is the rotational speed of the /D drum during gear shifting, and this rotational speed KDRPMI is
It can be calculated by multiplying the 2(7) value by a predetermined gear ratio.

In this step 5177, the current /D drum rotational speed KDRPM may be detected (or calculated) and the current /D drum rotational speed KDRPM may be given as the value of KDRPMI.

Subsequently, in step 8178, the K/D drum rotation speed KD
Using RPMI as a parameter, the /D drum rotation speed RTNRPM for throttle return is determined from the one-dimensional map #MRTN12 shown in FIG. 34. In addition, the /D drum rotation speed RTNRPM for throttle return refers to the throttle valve 3.
1 is the drum rotation speed when returning to the original value, and as shown in FIG. 34, within a certain range of KDRPMIO values.

Increases proportionally to KDRPMI-.

Also, setting RTNRPM in this way means that, for example, when the /D drum rotational speed KDRPMI is high at the beginning, unless the setting value of /D drum rotational speed RTNRPM is set high for throttle return, it will take a long time. This is because the shock reduction operation by closing the throttle valve 31 is delayed with respect to such a shift-up operation.

Then, in the following step 5179, the value of timer 05FT is reset to 0, and counting of timer C3FT is started. The count of this timer C5FT is as shown in Fig. 31 (
This is performed according to the 5IIIS timer interrupt control as shown in ~). First, in step 5121, it is determined whether or not the timer C3FT is in the stopped state FF. If it is in the stopped state FF, no counting is performed. , stopped state FF,
If not, count. Therefore, when the value of timer C3FT is reset to O in step 5179, counting in step 5122 is started from this point, and the value of C3FT is increased every 5 ms. Further, the value of this timer C3FT is used for determining the correction torque TCz, which will be described later.

Then, the process proceeds to step 5l17 shown in FIG. 31(vii). In this step 5117, the current engine speed D
From the two-dimensional map #ACTRTH using RPM and target torque TOM as parameters.

Determine the target throttle opening CPTO.

In the following step 8118, the current engine speed DRPM
From the one-dimensional map #THCLP with as a parameter,
Determine the maximum throttle opening THMAX. The maximum throttle opening T HMA X is an opening at which there is no change in torque even if the throttle is applied any longer, and is a value determined based on the engine rotation speed.

In the next step 5119, the maximum throttle opening THM
It is determined whether AX is smaller than the target throttle opening CPTO, and if THM A Although the control is finished.

T)-IMAX is smaller than CPTG, then
Proceeding to step 5120, THM A X is set as the target throttle opening CPTG, and the maximum throttle opening T
HMAX is given to complete the current upshift 1-time shock reduction control.

On the other hand, if the K/D drum rotational speed has started to decrease and the process proceeds to step 8180, the /D drum rotational speed KDRPM is
When the throttle is returned, it is determined whether the /D drum rotational speed has decreased to below RTNRPM.

When an upshift from 1st speed to 2nd speed is started, the throttle valve 31 closes and the /D drum rotation speed KDRP increases.
M starts to decrease, but this value KDRPM becomes RTNRP.
If it falls below M, the current upshift shock reduction control is completed, and the throttle opening fl1TH is set to the opening instructed by the accelerator or the like (normal instructed opening). On the other hand, if KDRPM has not fallen below RTNRPM, it is determined that the reduction in the rotational speed KDRPM of the K/D drum is still insufficient, and the process proceeds to step 8181 and further to step 5182, where the throttle valve 31 is temporarily closed. The correction torques TC1 and TC2 that determine the amount of movement are set.

In step 8181, the one-dimensional map #MTIM shown in FIG.
12 (However, the horizontal axis of the map is replaced with C5FT)
From this, the correction torque Tc1 is determined. This correction torque T
c1 has the meaning of "seasoning the torque change" to improve the driving feeling of the vehicle when the torque changes.

In the following step 5182, /D before closing the throttle.
Using the drum rotation speed KDRPMI as a parameter, the 36th
The correction torque Tc2 is determined from the one-dimensional map #MRPM12 shown in the figure. Note that, as shown in the one-dimensional map #MRPM1.2 shown in FIG. 36, the correction torque Tc2 is set to be larger as the /D drum rotation speed KDRPMI before throttle closing is higher. It is predicted that the higher the K/D drum rotation speed KDRPMI, the higher the engine rotation and the higher the output state.In order to suppress the shock during gear shifting, the higher the KDRPMI, the higher the correction torque Tc.
This is because there is no effect unless 2 is increased.

Furthermore, in step 5183, the target engine output torque T
The value of OM is calculated from the base torque SFTEM during shifting to the correction torque Tc1. Value excluding Tc2 (S F T E
Step 5117
Proceed to.

After step 5117, the target throttle opening CPTO is determined from the two-dimensional map #A CT RT H using the current engine speed DRPM and target torque TOM as parameters, as described above. Maximum throttle opening THM from the one-dimensional map #THCLP as a parameter
Step SL1.9, 512 determines A
0), the current upshift shock reduction control is completed.

Here, the throttle valve 31. Timer C3FT, /D drum rotation speed.

The state of the K/D switch and fluctuations in the output shaft torque of the torque converter 32 will be explained according to the time charts shown in FIGS. 32(i) to (iii).

At time tA, /DSW is switched from on to off in the kickdown switch, that is, an upshift command from 1st to 2nd gear is issued [see Figure 32 (i). Wait until the number KDRPM becomes smaller than the previous N/D drum rotation speed (that is, the K/D drum rotation speed decreases), but in the control cycle before the K/D drum rotation speed decreases, shift Time base torque SFT
While determining M, the current /D drum rotation speed KD R
P M 1 and throttle return/D drum rotation speed RT
Determine NRPM. And, when shifting, the first torque is S.
With F T E M as the target torque, thrower valve 3
1 slightly closed. By performing such a preliminary operation, when officially closing the throttle valve 31, the closing operation can be completed more quickly after the closing operation has started, and the control speed can be increased. Even if this preliminary operation is performed, there is no problem in stable torque control.

Shift 1 - start time t, H is K/D drum rotation speed K
Since DRP M starts to decrease, the throttle valve 3
1 is officially closed [see Fig. 32(i)].

While holding the throttle valve 31 in the closed state,
D-Dora! 1 rotation speed KT) RPM is the throttle return/
At the time tc when the D drum rotation speed has decreased to RTNRPM,
The opening degree of the throttle valve 31 is controlled according to the opening degree instructed by the accelerator or the like. As a result, the throttle opening OTI+ is.

Returns to original opening.

As a result, as shown in FIG. 32 (iii), the fluctuation in the output shaft torque of the automatic transmission 32 is small compared to the case where shock reduction control is not performed, and especially when the automatic transmission A sudden decrease in the output shaft torque of the machine 32 is reduced. This reduces shift shock.

On the other hand, in step 5173 of FIG. 31(V), 1
If it is determined that it is not an upshift command from 1st to 2nd speed, the process proceeds to step 3184, and if it is determined that it is an upshift command from 2nd to 3rd speed, the process proceeds to step 5185 and 2nd.
Shock reduction control is performed when upshifting from high to third speed.

Shock reduction control at the time of upshifting from 2nd to 3rd speed is performed first in step 8185 when the iK/D driver 11 rotation speed K D RP M is equal to or greater than the predetermined constant NKDO of the D driver 6 rotation speed. It is determined whether or not K
l') If RPM is greater than or equal to the constant NKDO, proceed to step 5190; if KDRPM is not greater than or equal to the constant NKDO, proceed to step 8186.

Proceeding to step 8186, similarly to step 5177, the current /D drum rotational speed KDRPM2 is calculated from the output shaft rotational speed VSRPM2. This rotation speed KDRPM2 is the rotation speed of the /D drum during gear shifting, and this rotation speed KDRPM2 is the rotation speed of the /D drum during gear shifting.
DRPM2 can be calculated by multiplying the value of SRP M2 by a predetermined gear ratio. Note that, also here, step 8186 is performed with the current /1) drum rotation speed K D RP
Detecting M, this curse/D drum rotation speed K D R
P M may be given as the value of K D RPM2.

Next, proceed to step 8187, and use the K/D drum rotational speed KDRPM2 as a parameter and set the /D drum rotational speed RTNR for Scott 1-roll return in the same manner as in step 8178.
PM is determined from the one-dimensional map #MRTN23 shown in FIG.

Then, in the next step 8188, the value of the target engine output torque TO,M is determined by the base 1-lux SFT at the time of shifting.
EM is given, and in the following step 8189, timer C3F
Reset the value of T to O, and set timer C3FT in the same way as above.
Start counting.

Then, the process proceeds to step 31.17 shown in FIG. 3, where the target throttle opening CPTG is determined in the same manner as described above, and the current upshift shock reduction control control cycle is completed.

On the other hand, the process advances to step 8185, where the constant K/D drum rotation speed KDRPM and the constant NKDO of the K/D drum rotation speed are determined.
When it is determined that the number of revolutions of the /D drum has reached or exceeded KD, the process proceeds to step 5190.
It is determined whether the RPM increases by 1 and reaches the /D drum rotation speed RT N RP M for throttle return.

When the upshift from 2nd speed to 3rd speed starts, the throttle valve 31 closes and the /D drum rotation speed KDRP increases.
M starts to rise (this value KDRI) If M rises and reaches RT N RP M, the shock reduction control for this upshift is completed.

Slot)・LE opening 0T1 (is the opening instructed by the accelerator, etc. (normal instruction opening).On the other hand, KDRPM is RT
If it is not bigger than NRPM, it is still /
It is determined that the 4-increase in the rotational speed K D RP M of the D drum is insufficient, and the process proceeds to step S [91.

As mentioned above. Set the correction 1-ruc"re,,'rc2 to determine the temporary closing IJ[of the throttle valve 3].

In step 5191, a one-dimensional map #MTIM shown in FIG.
23 (however, the horizontal axis of the map is replaced with C3FT), the correction 1-lux Tc is determined. This correction torque T
As mentioned above, c has the meaning of improving the running feeling of the vehicle during the silking process.

In the following step 5192, /D before closing the throttle.
Using the drum rotation speed KDRPM2 as a parameter, the 36th
The correction torque Tc is determined from the one-dimensional map #MRPM23 shown in the figure. As shown in the one-dimensional map #MRPM23 shown in FIG.
The reason why is set to a large value is to reliably suppress shock during gear shifting, as described above.

Furthermore, in step S]-93, the value of the target engine output torque TOM is set to the base 1-lux SFTEM at the time of shifting.
The value obtained by removing the correction torque TO,,'re2 from (S F
T E M −T c , −T c 2),
3rd] - Proceeding to step 5117 shown in Figure (vii), the target throttle opening degree CP TO is determined in the same manner as described above.

The current upshift 1-time shock reduction control cycle is completed.

Throttle valve 31° timer C5F during shock reduction control during upshifting from 2nd to 3rd speed.
The fluctuations in the T, N/D drum rotational speeds and the output shaft torque of the torque converter 32 are shown in FIGS. 32 (1v) to (vi).
The explanation will be given according to Time Chart 1.

When an upshift command from 2nd to 3rd gear is issued at time LA, the /D drum eventually begins to rotate, but first,
Then, wait until the current rotational speed KDRPM of the /D drum becomes larger than the predetermined number NDK○. In the control cycle until the K/D drum rotation speed becomes larger than the predetermined number NDKO, the base torque SFTM during shifting is determined, and the K/D+-ram rotation speed KDRPMI and the /D drum rotation speed RT N RP are used for throttle return. Determine M.

Then, the throttle valve 31 is slightly closed using the shift base torque S F T E M as the target torque to increase the control speed.

At shift start time tB, the K/D drum rotation speed KDRPM
As soon as NDKO becomes larger than the predetermined number NDKO, the throttle valve 31 is officially closed [see FIG. 32(iv)].

While keeping the throttle valve 31 in the closed state,
At the time when the K/D drum rotation speed KDRPM drops to the /D drum rotation speed RT N RP M when the throttle returns, the opening degree of the throttle valve 3 is changed to the normal opening degree according to the opening degree instructed by the accelerator, etc. Opening control is performed.Thus, the throttle opening f)T11 returns to its original opening.

As a result, even when shifting from 2nd to 3rd speed, fluctuations in the output shaft torque of the automatic transmission 32, particularly sudden decreases in the output shaft torque upon completion of the shift, are reduced, and shift shocks are reduced.

Next, shock reduction control at the time of upshifting from 3rd speed to 4th speed shown in FIG. 31(vi) will be explained.

In step 5173 of FIG. 31(V), this control is determined to not be an upshift command from 1st speed to 2nd speed, and the process proceeds to step 8184, where it is determined that it is not an upshift command from 2nd speed to 3rd speed. Figure 31 (vi)
The process advances to step 5194 shown in FIG. 5, and is executed when it is determined that the upshift command is from 3rd speed to 4th speed.

The control when upshifting from 3rd gear to 4th gear is carried out in almost the same way as the upshifting from 2nd gear to 2nd gear. However, it is determined whether or not the number of revolutions of the K/D drum has become smaller than the previous number of revolutions of the K/D drum. If not, proceed to step 8196.

In step 8196, as in step 5177, K
/D drum rotation speed KDRPM3 is output shaft rotation speed VSRP
Calculate from M2.

Subsequently, in step 5197, similarly to step 5178, by using the K/D drum rotation speed KDRPMI as a parameter, the /D drum rotation speed RTNRPM for throttle return is determined from the one-dimensional map #MRTN34 shown in FIG. 34.

Then, in step 8198, as in step 5176, the current engine output torque TEM is given as the base torque SFTEM during shifting.

In the following step 5199, similarly to step 5179, the value of timer C3FT is reset to O, and the value of timer C3FT is reset to O.
After starting counting FT, the process proceeds to step 5117 shown in FIG. 31 (or), where the target throttle opening CPTG is determined in the same manner as described above, and the current upshift shock reduction control control cycle is completed.

On the other hand, if the K/D drum rotational speed has started to decrease and the process proceeds to step 5200, the /D drum rotational speed KDRPM
When the throttle is returned, it is determined whether the /D drum rotational speed has decreased to below RTNRPM.

When the upshift from 3rd gear to 4th gear starts, the throttle valve 31 closes and the /D drum rotation speed KDRP increases.
M starts to decrease, but this value KDRPM becomes RTNRP.
If it drops below M.

After completing the current upshift shock reduction control, the throttle opening θTH is set to the opening instructed by the accelerator or the like (normal instructed opening). On the other hand, if KDRPM has not fallen below RTNRPM, it is determined that the reduction in the rotational speed KDRPM of the K/D drum is still insufficient, and step S
201. , and further proceeds to step 5202 to determine the correction torque T that determines the temporary closing movement amount of the throttle valve 31.
Set c, Tc.

In step 5201, a one-dimensional map #MTIM shown in FIG.
34 (However, the horizontal axis of the map is replaced with C5FT)
From this, the correction torque Tc is determined. This correction torque T
As mentioned above, c has the meaning of improving the driving feeling of the vehicle when the torque changes.

In the following step 5202, /D before closing the throttle.
Using the drum rotation speed KDRPM2 as a parameter, the 36th
The correction torque Tc2 is determined from the one-dimensional map #MRPM34 shown in the figure. In addition.

Like the one-dimensional map #MRPM23 shown in Fig. 36,
The reason why the correction torque TO2 is set to be larger as the /D drum rotational speed KDRPM2 before the throttle is closed is set to be larger, as described above, in order to reliably suppress shock during gear shifting.

Furthermore, in step 5203, the target engine output torque T
The value of OM is the value obtained by subtracting the correction torque Tc, Tc from the base torque SFTEM during shifting (S F T E
M T c □T c 2), and Fig. 31 (■
), the target throttle opening CPTG is determined in the same manner as described above, and the current upshift shock reduction control cycle is completed.

Throttle valve 31° timer C3F during shock reduction control during upshifting from 3rd to 4th speed.
The fluctuations in the T and D/D drum rotational speeds and the output shaft torque of the torque converter 32 are almost the same as the time charts for upshifting from 1st to 3rd speed in FIGS. 32(i) to (iii). Therefore, the explanation is omitted, but as a result,
Even when shifting from 3rd speed to 4th speed, fluctuations in the output shaft torque of the automatic transmission 32, particularly sudden decreases in the output shaft torque at the completion of the shift, are reduced, and shift shocks are reduced.

The advantages and effects of the automatic travel control device as an embodiment of the present invention that operates as described above are summarized as follows.

First, the following effects can be obtained through the control of the engine 13 by the engine control device 1.

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

Therefore, in this case, the throttle valve 31 is no longer controlled based on the rate of change in the amount of depression of the accelerator pedal 27 or the operating state of the vehicle, and the throttle valve 31 is stably controlled, and the operating state of the engine 13 is further improved. Instability is prevented.

Further, when braking is performed by the brake of the vehicle (not shown) when the brake pedal 28 is depressed, the following effects are obtained.

First, when this braking is being performed, the throttle valve 31 is always held at the minimum opening degree that corresponds to the engine idle position, giving priority to other operation commands such as the auto cruise switch 18 and the accelerator pedal 27. Therefore, in addition to the braking effect of the brake, the braking effect of the engine brake can be obtained.

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

Thirdly, when braking with the brake, the deceleration is not greater than the reference value, the duration is not longer than the reference value, or the vehicle speed at the time of release of the brake is not lower than the reference value. The accelerator pedal 2
Until the brake pedal 7 is depressed, the vehicle speed is maintained constant, with the vehicle speed immediately after the brake pedal 28 being released as the target vehicle speed.

Therefore, in order to maintain the vehicle speed, there is no need to depress the accelerator pedal 27 or manually restart the constant vehicle speed control, which is released each time the brake pedal 28 is depressed, as in conventional constant vehicle speed devices. This has the effect of not only reducing the burden on people, but also making it easier to drive at a constant speed even on roads with relatively heavy traffic.

Furthermore, fourthly, when transitioning to such a constant vehicle speed driving state, the actual vehicle speed immediately after the release is maintained from immediately after the brake pedal 28 is released until the first opening/closing timing of the throttle valve 31 after the release. The throttle valve 31 is temporarily opened and closed to the estimated throttle valve opening degree.

Therefore, there is an effect that the transition to the constant vehicle speed running state is performed quickly and smoothly immediately after the release.

Fifth, by setting the throttle switch 47 provided in the auto-cruise switch 18 to the position ■, when the brake pedal 28 is released, the engine is always at the minimum opening position until the accelerator pedal 27 is depressed. Retained. Therefore, by switching the throttle switch 47 to the I position when traveling on a gentle downhill slope, it is possible to use engine braking in conjunction with the vehicle.

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

First, when the accelerator pedal 27 is depressed, the target acceleration DvsAP based on the depression of the accelerator pedal 27 is the target acceleration DvsAP specified by the auto cruise switch 18.
until it becomes larger than S Ac.

Since the target acceleration DVSAc specified by the auto cruise switch 18 is used as the target vehicle speed, when the vehicle travel is controlled based on the target acceleration DvSAc (
If the accelerator pedal 27 is pressed to change to accelerator mode control (during auto cruise control), the target acceleration may temporarily decrease even if the accelerator pedal 27 is not pressed enough at the initial stage of the change. There will be nothing to do. Therefore, when the accelerator pedal 27 is depressed to accelerate the vehicle, there is an advantage that the vehicle accelerates quickly and smoothly.

Second, the acceleration of the vehicle is set in accordance with the amount of depression of the accelerator pedal 27, the rate of change of this amount of depression, and the time that has passed since this rate of change became smaller than a reference value. Therefore, if the accelerator pedal 27 is pressed faster, a more rapid acceleration will be achieved, and if the accelerator pedal 27 is pressed more slowly, a more gradual acceleration will be achieved, resulting in good responsiveness that accurately reflects the driver's intentions. It can be accelerated. Also,
Reducing or stopping the sudden amount of depression also has the effect of smoothly changing the acceleration and preventing the occurrence of m-strokes due to sudden changes in acceleration.

Thirdly, when the accelerator pedal 27 is released, the vehicle speed is maintained constant, with the vehicle speed immediately after the release being set as the target vehicle speed. Therefore, in order to maintain the vehicle speed constant, there is no need to depress the accelerator pedal 27 again or to reset the target vehicle speed each time the vehicle speed is changed using the accelerator pedal 27, unlike conventional constant vehicle speed running devices. This has the effect of reducing the burden on the driver and making it easier to drive at a constant speed even on roads with relatively heavy traffic. By combining them, ζ becomes even more remarkable.

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

Furthermore, fifthly, when the shift selector 29 is in a position other than the D range or when the throttle switch 47 is in the 1st position, the accelerator pedal 27 and the throttle valve 31 are not mechanically connected to each other in response to the movement of the accelerator pedal 27. The throttle valve 31 operates in the same manner as if it were directly connected to the throttle valve 31. Therefore, since the throttle valve 31 is closed by relaxing or stopping the depression of the accelerator pedal 27, for example, when driving on a slope, the upper shift lever 29 is set to the L range or the throttle switch 47 is turned. By setting this position, it becomes possible to drive using engine braking.

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

Further, as described above, when the vehicle transitions to a constant speed driving state by releasing the accelerator pedal 27 or the brake pedal 28, the acceleration of the vehicle is gradually decreased as time passes after the release of the accelerator pedal 27 or the brake pedal 28. The target acceleration is set so as to bring the acceleration closer to O. Therefore, there is an effect that the occurrence of an impact due to a sudden change in acceleration upon transition to a constant vehicle speed running state is prevented.

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

First, by operating the acceleration switch 45 or the changeover switch 46, it is possible to select three driving states: accelerated driving, decelerated driving, and constant speed driving, and it is possible to accelerate to the target vehicle speed with just one operation. Deceleration and transition to constant speed driving after reaching the target vehicle speed are automatically performed4.This makes it easy to change the vehicle speed according to the situation when driving at a constant speed on expressways, etc. This has the effect of reducing the burden on the driver.

Second, when accelerating or decelerating driving is specified by turning the contact of the changeover switch 46 on, the target speed vS is corrected according to the actual vehicle speed VA and the correction amount V of 1 and the duration of the ON state. The sum of the quantity VT, (that is, V S ”
V A + V K1 + V T 1), and c.

The actual vehicle speed VA minus the correction amount VK2 and the correction amount ■T2 according to the duration of the ON state (that is, VS=VA
-VK2-VT2), therefore, by increasing the duration of the ON state, the difference between the vehicle speed before designation and the target vehicle speed increases. Therefore, when you want to accelerate or decelerate beyond the target vehicle speed, turn the contact of the changeover switch 46 back to the OFF position.
Re-specify acceleration or deceleration driving as N state, and use this O
It is sufficient to simply continue the N state as necessary. Further, when the contact point of the changeover switch 46 is turned ON while the vehicle is in an acceleration or deceleration traveling state, the vehicle shifts to a constant speed traveling state in which the vehicle speed immediately after the ON state is set as the target vehicle speed. Therefore, when the desired vehicle speed is reached before reaching the target vehicle speed, it is only necessary to operate the selector switch 46 once.For acceleration driving, the acceleration switch 45 selects three types of acceleration: slow acceleration, medium acceleration, and sudden acceleration. Since selection is possible, the above effects can be further enhanced by combining these operations.

Thirdly, when the vehicle is running at a constant speed, for example.

When the vehicle speed suddenly changes on a slope, etc., the target acceleration for returning the vehicle speed to the original speed is a value that corresponds to the difference between the target vehicle speed and the actual vehicle speed detected by the vehicle speed detection means, and that the difference with the current vehicle acceleration is determined in advance. It is set within a range that does not exceed a predetermined value so as not to exceed a set value. Therefore, there is an effect that there is no sudden change in acceleration and the occurrence of impact is prevented.

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

First, a constant value of target acceleration corresponding to the position of the acceleration switch 45 is not designated immediately after designation, but a slope is provided when the target acceleration rises (see Fig. 27).
, a target acceleration that approaches and eventually becomes equal to the target acceleration is designated in response to the passage of time after this designation. This has the effect of preventing the occurrence of shocks and hunting due to sudden changes in acceleration when the vehicle changes from a constant vehicle speed traveling state to an accelerated traveling state.

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

Furthermore, thirdly, when the vehicle speed is lower than the reference value, instead of the constant value target acceleration set corresponding to the position of the acceleration switch 45, the target acceleration increases as the vehicle speed increases [to a value approaching the IJIM acceleration]. A new target acceleration is set. Therefore, when the acceleration switch 45 or the changeover switch 46 is operated to designate an accelerated driving state while the vehicle is moving slowly, the vehicle is accelerated more slowly and the riding feeling is improved.

In addition, when the deceleration driving state is designated as described above by operating the changeover switch 46, when the vehicle speed approaches the target vehicle speed due to deceleration driving, the target deceleration is changed to the target deceleration instead of the previously constant target deceleration. A target deceleration that gradually approaches zero as the vehicle speed approaches the vehicle speed is specified. For this reason,
When the vehicle speed reaches the target vehicle speed, the acceleration of the vehicle changes smoothly and the vehicle transitions to a constant speed running state, which prevents shocks caused by sudden changes in acceleration and improves the feeling of riding and driving. There is.

Note that even if the target vehicle speed change switch 48 is input when the vehicle is not traveling at a constant speed, such as during acceleration or deceleration, this instruction is ignored (steps J104→J108 in FIG. 16). ), this prevents confusion during control and ensures reliable engine control by this device6.Furthermore, if the vehicle speed is changed while driving at a constant speed, acceleration/deceleration will occur, but 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.
(See Figure 3.25) Based on this target acceleration, the engine is controlled and the vehicle speed is changed, so as mentioned above, a sudden change in acceleration occurs when the vehicle changes from a constant speed driving state to an accelerated driving state. This has the effect of preventing the occurrence of shocks caused by

In particular, when the difference VS-VA becomes less than a certain value (that is, the actual vehicle speed VA approaches the target vehicle speed vS), the target acceleration, which was a constant value until then, decreases as the difference VS-VA decreases. (Figure 23.25)
MDVS3. #MDVS5), this has the effect of stabilizing convergence to the target vehicle speed.

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

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

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

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

When 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 -s is suitable for highly responsive control with high ability to follow actual changes in vehicle acceleration, and DVA-s is suitable for highly responsive control, and D V D V A, 0, which is suitable for low and highly stable control, and D V, which is in the middle of both of the above values.
VA... Since three types of data having different accuracy characteristics are appropriately selected and used at the start of the driving state change, at the middle of the driving state change, and after the driving state change is completed, optimal control can always be performed.

For example, when shifting to a constant speed running state by releasing the accelerator pedal 27 or releasing the brake pedal 28, and when shifting to a different running state specified by operating the acceleration switch 45 or the changeover switch 46, By using the DVA value in the control up to the first opening/closing timing of the throttle valve 31 after the start of the transition, there is an effect that the transition can be started quickly and accurately. Also, after the transition and when the vehicle is running at a constant speed,
The use of DvAIlso has the effect of enabling 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 4G, 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, which has the effect of enabling highly responsive driving.

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 in
VA□. ), we use the most recent data (final calculated value) from among the appropriate data that has already been calculated.

Therefore, for example, the wheels may bump or bump due to unevenness of the road surface.
Even if an error occurs in the vehicle speed data due to rebound, etc.
This prevents incorrect actual acceleration data from being entered. Therefore, the running control of the vehicle becomes smooth and unaffected by external disturbances, and the latest possible acceleration data is used, so desired control can be quickly performed and the riding and driving feeling is improved. There are advantages that can greatly contribute to

Also, depending on the second fail-safe control that is 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 longitudinal acceleration of the vehicle body detected in step 1, errors in the actual acceleration data that are not caused by bumps, rebounds, etc. of the wheels 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 vehicle speed is almost constant and there is no significant variation in the throttle valve opening, so the above timing is set at a constant cycle unrelated to the vehicle speed, and This has the effect of preventing the lifespan of the throttle valve 31 and the throttle valve rotating portion 26 from decreasing even if the number increases.

Each control is performed at a constant control cycle (control cycle) mainly according to the main flowchart shown in Figure 8 (i), but this control cycle is caused by the inertia of the vehicle's torque converter, transmission, etc. Since the time (loss time) corresponding to the delay in control is set as the time (Ta + T d ) obtained by adding the time (loss time) to the predetermined time Ta, the delay in response to control does not affect the next control cycle, and accurate control is always achieved. This is advantageous in realizing desired driving conditions.

Then, the target torque corresponding to the operation of the accelerator pedal [
Refer to formula (2) and target torque when driving at constant speed [formula (1)
Convert the target torque during engine control such as [Reference] to the state where the gear used in the automatic transmission 32 is set to the first gear,
It is calculated as the value at 1st gear, and since the torque value at 1st gear is the largest compared to the torque values at other gears, the target throttle opening is calculated from the target torque and engine speed. When determining , the advantage is that the resolution is improved accordingly and the relative error is reduced.

In addition, the target torque TOM work, TOM2.10M3 [formula (
1), (4), (5) When calculating the actual torque TEM for calculating the reference value, for example, using the intake air amount as a parameter, the detected value of the intake air amount is delayed with respect to the operation of the throttle valve. Whereas the control delay becomes large, in this device, the actual torque TEM is determined based on the characteristics of the automatic transmission (torque converter) 32, so the control delay is suppressed and the responsiveness of the control is improved. There is an advantage.

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 controlling the engine 13 by the engine control device 1 have been described above, but next.

The advantages and effects of controlling the automatic transmission 32 by the automatic transmission control device 101 will be described.

When auto-cruise mode control is performed without depressing the accelerator pedal 16, the pseudo-depression amount is 5FTAP.
S is set to control the automatic transmission 32, so the speed change control during auto cruise mode control can be performed using almost the same method as the speed change control during accelerator mode control, and even during auto cruise mode control, it is reliable and easy. This has the advantage of being able to control speed changes. In particular, since the pseudo-depression amount 5FTAPS during accelerated driving is previously set in the map as a value corresponding to the set target acceleration DVS, reliable and responsive control can be performed.

When climbing or descending a steep slope, it may be difficult to maintain the constant speed of the vehicle under auto cruise mode control by controlling the engine 13 alone. By appropriately downshifting the gear position of the automatic transmission 32 through the operation of the transmission control device 101, the torque is increased on uphill slopes and the effectiveness of engine braking is improved on downhill slopes, ensuring that the vehicle is traveling at a constant speed. It has the advantage of being able to maintain

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 after downshifting does not exceed the specified value. 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.

At the time of this downshift, at the same time, upshifts 1~ are prohibited, and in order to cancel the upshift prohibition, ■ the upshift is prohibited, ■ the actual speed approaches the target speed, and ■ The condition is that the gear position is 2nd or 3rd gear, and that the state in which there is sufficient output torque from the engine continues for a predetermined period of time, so the vehicle speed can be maintained only by controlling the engine 13 after upshifting. Since upshifting is possible only when the need arises, unnecessary shift changes are prevented and maintenance of constant vehicle speed is further ensured.

In addition, when sudden braking is performed using the brake pedal 1G and the gear of the automatic transmission 32 is set to a high gear, the stronger the degree of sudden braking, the faster the downshift is performed, so the effectiveness of engine braking is reduced. 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 32
Due to fluctuations such as a sudden decrease in the output shaft torque at the completion of shifting,
A shift shock occurs, but this can be avoided by temporarily reducing (closing) the throttle opening of the engine 13 between the start and completion of the upshift operation. Since fluctuations in the output shaft torque of &32 are suppressed, shocks that tend to occur during gear shifting are reduced, and the ride comfort is improved.

In particular, in this embodiment, before the throttle opening OTH is officially reduced, it is slightly reduced in advance, so the control speed can be increased without any problem in torque stability control, and the control speed can be controlled to reduce shift shock. Your abilities will improve.

Also, in controlling this shift shock reduction.

When determining the start of the throttle opening/closing movement of the engine 13 based on the rotational state of the kickdown drum, 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 O 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. The determination may be performed using the first target vehicle speed VS1 (which approximately corresponds to the target vehicle speed VS in the embodiment) and the second target vehicle speed vS2 as described below.

For example, when the accelerator pedal 27 is depressed after accelerating the vehicle, the actual vehicle speed VA immediately after the release is set as the first target vehicle speed vS1, and the vehicle speed is set as the first target vehicle speed vS1. The throttle valve 31 is provisionally rotated to an opening position that is estimated to be able to maintain the first target vehicle speed S1.

Then, at the first throttle valve opening/closing timing cycle after the next control cycle, the actual vehicle speed VA is changed to the second
The target vehicle speed ■S7 is set, and the opening degree of the throttle valve 31 is adjusted to approach the second target vehicle speed vS2 to control the engine 13, and the second target acceleration ■S2 is set to the first target vehicle speed vS2.
Gradually approach the target acceleration ■S.

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 that the vehicle speed in the constant vehicle speed state more accurately matches the vehicle speed immediately after the accelerator pedal 27 is released.

Further, from the first throttle valve opening/closing timing cycle after the accelerator pedal 27 is released, the first target vehicle speed VS is not adopted as the target vehicle speed for constant speed driving, but the second target vehicle speed VS1 is adopted, and the throttle valve is By reducing the difference between the vehicle speed immediately before the throttle valve 31 opens and closes in the opening/closing timing cycle and the target vehicle speed, sudden changes in vehicle speed and acceleration when opening/closing the throttle valve 31 in the throttle valve opening/closing timing cycle are eliminated. 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 S 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 running state more accurately matches the vehicle speed immediately after the brake pedal 28 is released.

Also, the second target vehicle speed VS is set as the target vehicle speed for constant speed driving immediately from the first throttle valve opening/closing timing cycle after the brake pedal 28 is released.

By adopting this, the difference between the actual vehicle speed and the target vehicle speed immediately before opening/closing the throttle valve 31 in this throttle valve opening/closing timing cycle becomes smaller, so that when the throttle valve 31 is opened/closed in this throttle valve opening/closing timing cycle, This has the effect of eliminating sudden changes in vehicle speed and acceleration, and making it possible to realize extremely smooth speed changes without causing unpleasant shocks.

Note that the above-mentioned throttle valve opening/closing timing cycle corresponds to the engine output adjustment cycle.

On the other hand, for one engine control device 1, automatic transmission 3
Since the present 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 where the present engine control device 1 is installed in a vehicle having a manual transmission will be described below.

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

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

A shift position switch (not shown) having a contact that is turned on is provided.

Further, the content of the control performed by the engine control device 1 changed to that of a manual transmission as described above is 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 or not the condition exists. If it is determined that the contact is in the ON state, the process advances to step A117 and the contact is turned OFF.
If it is determined that the state is present, the process proceeds to step A114.

Also, equation (1) used in step C130 in FIG.
, 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 based on the judgment in step A113, Proceed to step A117 and proceed in substantially the same manner as in this embodiment.

Direct throttle control is performed.

Further, when the shift lever is in a position other than neutral or reverse and the clutch pedal is not depressed, the contact point of the shift position switch is in the OFF state, and based on the judgment in step Al13, the process proceeds to step A114 and the main shift is performed. Control is performed in the same manner as in the embodiment.

As a result, even when the woodworking/engine control device 1 is installed in a vehicle with a manual transmission, substantially the same effect as when installed in a vehicle with an automatic transmission 32 can be obtained.

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

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

Furthermore, the following modifications can be made to the control device of the above-described embodiment.

Auto cruise mode control is performed in each control cycle, and when the acceleration switch 45 or changeover switch 46 is operated to designate an accelerated driving state or a decelerated driving state when the vehicle is in a constant speed state, the target vehicle speed of the control unit 25 is set. The 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 correction amount VKz is subtracted from the actual vehicle speed VA detected by the vehicle speed/acceleration detection unit 24, but the target vehicle speed can be calculated by multiplying the actual vehicle speed VA by a preset coefficient. You may also set it.

Further, instead of the actual vehicle speed VA here, the target vehicle speed vS when the vehicle is running at a constant speed may be used.

Or, even if the correction amount V Klt VK2 is the same value,
Almost the same effects as in each of the above embodiments can be obtained.

Next, when the vehicle is running at a constant speed, the selector switch 46
When a deceleration running state is specified by operating the In addition to the effect obtained in the example, there is an effect that the movement to deceleration driving is performed more smoothly.

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

Furthermore, there are four positions of the acceleration switch 45 shown in the fields shown in FIG. When the vehicle is set to 1, the vehicle travels at a constant speed, and when the vehicle is set to the previous group, accelerated travel is specified by the driving state designation unit 3 of the control unit 25. 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.

In addition, the selection of the acceleration switch 45 is not limited to the four selection positions, 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.

It may be changed depending on the purpose of use.

For example, the following conditions may be considered 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 to cases where the deceleration at the time of depressing the brake pedal is larger than the reference value and the vehicle speed at the time of deceleration (when the deceleration of the brake pedal is released), (vehicle speed) is smaller than the reference value, or (2) 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 driving condition is artificially designated, the same effect can be obtained by operating the engine control device 1 while the vehicle is traveling at a constant speed.

Further, in the engine control device 1 of 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, when the acceleration switch 45 is switched to the open position, constant speed traveling may be specified.

Furthermore, automatic transmission control device i! Downshift control of automatic transmission 32 performed by 101 [FIG. 28(i) to
□ to □ to each constant used in (iii)].

The set rotational speeds XDRPMI to XDRPM6, etc. are not limited to the values set in this embodiment, but can be set as appropriate depending on the characteristics of the engine and transmission.

[Effects of the Invention] As detailed above, according to the automatic travel control device for a vehicle of the present invention, the gear position detection means detects that an upshift command from second gear to third gear has been issued to the automatic transmission. When detected, the throttle opening is temporarily smaller than the throttle opening set by the constant vehicle speed control means and the acceleration/deceleration control means during a predetermined period of time after the upshift command of the automatic transmission is issued and until the shift is completed. Since the throttle valve is set to be able to be adjusted at the same time, fluctuations such as a sudden decrease in the output shaft torque of the automatic transmission when the shift from 2nd to 3rd gear is completed are suppressed, which is likely to occur during gear shifting. This has the effect of reducing shock and improving ride comfort, as well as providing smooth driving 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 overall configuration diagram of the device, FIG. 3 is a configuration diagram of its depression amount detection section, FIG. 4 is a configuration diagram of its throttle valve rotating section, and FIG.
The figure is a configuration diagram of the vehicle speed/acceleration detection section, Figure 6 is a front view of the auto cruise switch, Figure 7 is a circuit diagram of the connection part between the auto cruise switch and the control unit, and Figure 8 (i) is 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 a main flowchart showing the main contents of this control. A flowchart showing the contents of fail-safe control for compensating for the error in the actual acceleration determined by the third interrupt control shown in iv),
FIG. 8(vi) shows the contents of another fail-safe control (second 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(vii) is a flowchart showing the vehicle weight data setting procedure, FIG. 9 is a flowchart showing details of the throttle direct drive control performed in step A117 of FIG. 8(i), and FIG. is a flowchart showing details of the throttle non-direct motion control performed in step A116 of FIG. 8(i), FIG. 11 is a flowchart showing details of the accelerator mode control performed in step C137 of FIG. 10, and FIG. 10th
A flowchart showing details of the auto cruise mode control performed in step C144 in the figure, FIG.
14 is a flowchart showing details of the changeover switch control performed in step E128 of FIG. 12. FIG. 15 is a flowchart showing details of acceleration switch control performed in step E121 of FIG. 12. FIG.
16 is a flowchart showing details of the target vehicle speed control performed in step E133 of FIG. 12, and FIG. 17 is a flowchart showing details of the acceleration control performed in step E122 of FIG. 18 is a flowchart showing details of the control for determining the target acceleration DVS performed in step J115 of FIG. 16, and FIGS. 19 to 26 are all used for control in this engine control device. 27 is a graph showing the correspondence between the parameters of the map and the variables read out corresponding to these parameters. FIG. Graph showing an example of changes in target acceleration and traveling speed corresponding to the passage of time, No. 28
Figure 28 (i) is a flowchart mainly showing the control contents of the automatic transmission by the automatic transmission control device at the time of transmission, and Figure 28 (ii) is a flowchart showing the control contents of the automatic transmission by the automatic transmission control device. 28(ni) is a flowchart showing the control content as a modification of the control during dismounting in FIG. 28(n), and FIG. 29(i) is an automatic gear shift diagram. FIG. 29 (ii
) is a flowchart showing the control details of the interrupt control performed by the 20m5 timer interrupt for the main control, and
) is a map for determining the time data used for this 20m5 timer interrupt control, FIG. 30 is a map for setting control parameters for controlling the automatic transmission 32 as usual during auto cruise mode control, and FIG. 31 (i )～(iv)
31(i) shows the shift shock reduction control in which the timing to start closing the throttle valve is determined by a timer, and FIG. 31(i) mainly shows the shock reduction control during upshift from 1st to 2nd speed. Fig. 31 (i) is a flow chart showing the contents of shock reduction control when upshifting from 2nd to 3rd speed, Fig. 31 (City) is a flowchart showing the contents of shock reduction control when upshifting from 3rd to 4th speed. FIG. 31(iv) is a flowchart showing the contents of the 5ms interrupt control for these controls, and FIGS. 31(V) to (vii) are respectively the shift shock reduction control. A flowchart showing the control contents when the timing of the start of closing of the throttle valve is determined according to the rotational state of the kickdown drum. Figs. 32 (i) to (vi) are time charts showing shift shock reduction control. Fig. 33 ~
Figure 36 is a map used for shift shock reduction control. 1.-Vehicle engine control device, 2-.-Manual operation means, 3.. Running state designation unit as driving state designation means,
4-Target acceleration setting section as target acceleration setting means, 5
~Vehicle speed detection means, 6-Target vehicle speed setting section (target vehicle speed setting section) as means for setting target vehicle speed, 7-Engine output adjustment means, 8. Constant vehicle speed control section as constant vehicle speed control means, 9.-Acceleration control. Acceleration control section as a means, 10-Deceleration control section as deceleration control means, 11--Achievement detection section as an arrival detection means, 12--A travel state switching section as a travel state switching means, 13--Engine , 14--depression amount detection section, 15--accelerator switch, 16--brake switch, 17--shift selector switch, 18-
・=Auto cruise switch (acceleration command means), 18a
- Main 17 ) < -119 - Vehicle weight detection section (including air suspension air pressure detection device), 20 - Intake air amount detection section, 21 - 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, 26-throttle valve rotation section, 27-accelerator pedal (driving state changing means), 28...Brake pedal (driving state changing means), 30--Suction passage, 31--Throttle valve, 32--Automatic transmission, 33--Left front wheel, 3
3--Right front wheel, 35--Left rear wheel, 36--Right rear wheel, 37-Potentiometer, 38--A-D conversion section, 39-Actuator driving section, 40--Throttle valve actuator, 41-throttle valve opening detection unit;
42--Right rear wheel speed detection unit, 43--Left rear wheel speed detection unit, 44--Vehicle speed/acceleration calculation unit, 45-Acceleration switch (running state changing means), 46--Switching switch (running state change means) state switching operation means and driving state changing means), 47-throttle switch, 48-target vehicle speed change switch, 49
- Steering goram, 50- Power source, 51- Vehicle longitudinal acceleration sensor (G sensor), 101-- Automatic transmission control device, 102- Vehicle speed comparison and determination means, 103- Acceleration comparison and determination means, 104-= torque comparison and judgment means;
105-Engine rotation speed comparison and determination means, 106-Shift change control means.

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, and the gear position detection means is configured to detect that an upshift command from second gear to third gear has been issued to the automatic transmission. When detected by the means, the throttle opening is temporarily lower than the throttle opening set by the constant vehicle speed control means and the acceleration/deceleration control means during a predetermined period of time after the upshift command of the automatic transmission is issued until the shift is completed. An automatic travel control device for a vehicle, characterized in that the throttle valve is set to be able to adjust the throttle valve to a small opening.