JPH0281729A - Vehicle engine control device - Google Patents

Abstract

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

Description

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

[Prior Art] Conventionally, devices for controlling vehicle engines have been considered to automatically control the running speed of the vehicle, and this type of control includes constant speed running control, acceleration or deceleration running control, etc. 9, and the control state is normally set through a dedicated manual operation means or manual operation means such as an accelerator pedal and a brake pedal.

[Problems to be Solved by the Invention] By the way, in order to control the engine to automatically control the vehicle, the throttle valve opening degree must be adjusted in the end, but in this case, the 1-lux to be obtained from the engine must be adjusted. It is conceivable to calculate this and adjust the throttle valve opening based on this calculation. Therefore, in order to adjust the throttle valve opening appropriately,
I want to calculate the target torque with high accuracy.

The present invention was devised in view of the above-mentioned problems, and an object of the present invention is to provide a vehicle engine control device that can appropriately adjust the throttle valve opening by accurately calculating a target torque. shall be.

[Means for Solving the Problems] Therefore, the vehicle engine control device of the present invention includes a target vehicle speed setting means for setting a speed at which the vehicle should run at a constant speed, and a target vehicle speed setting means for setting the speed at which the vehicle should run at a constant speed, a constant vehicle speed control means capable of controlling the vehicle; a target acceleration setting means configured to set a target acceleration/deceleration of the vehicle; an acceleration/deceleration control means capable of controlling the acceleration/deceleration of the vehicle according to the target acceleration; The engine output adjusting means adjusts the output of the engine by driving a throttle valve based on control signals from the constant vehicle speed control means and the acceleration/deceleration control means. A target torque that can maintain the vehicle speed at the target vehicle speed is determined, and a target torque that allows the vehicle to travel at the target acceleration during acceleration/deceleration control is determined, and the angle of the throttle valve is adjusted based on each of the target torques, etc. In addition, in calculating the target torque mentioned above.

The present invention is characterized in that the target torque is always determined by converting it into a torque value at the first speed of the transmission, regardless of the selected state of the transmission provided in the vehicle.

[Function] In the above-mentioned vehicle engine control device, when controlling the engine, a target torque that can maintain the vehicle speed at a target vehicle speed is applied during constant speed driving control, and a target acceleration that allows the vehicle to travel during acceleration/deceleration control. Each target torque is determined, and the angle of the throttle valve is adjusted based on each of the target torques and the like. In calculating the target torque, the target torque is always calculated by converting it into the torque value at the first speed of the transmission, regardless of the selection state of the transmission, so that the target torque can be calculated with high accuracy.

[Examples] Examples of the present invention will be described below with reference to the drawings.
1 to 27 show a vehicle engine control device as a first embodiment of the present invention, and FIGS. 28 to 30 show a vehicle engine control device as a second embodiment of the present invention. be.

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

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

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

Reference numeral 2 denotes a manual operation means provided in the vehicle interior and manually operated, specifically an accelerator pedal 27.2 shown in FIG. Brake pedal 28. This corresponds to the shift selector 29, auto cruise switch 18, and the like.

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

Reference numeral 4 denotes target acceleration setting means, which specifically corresponds to the target acceleration setting section of the control section 25 shown in FIG. This target acceleration setting means 4 sets the target value of the acceleration during accelerated driving when the driving state specifying means 3 specifies acceleration driving, and sets the target value of the acceleration during decelerating driving when the designation is decelerating driving. Set target values.

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

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

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

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

Reference numeral 9 denotes an acceleration control means, which specifically corresponds to the acceleration control section shown in FIG. This acceleration control means 9 is
An engine for adjusting the output of the engine 13 necessary for maintaining the acceleration of the vehicle 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 output adjustment means 7 is set.

Reference numeral 10 denotes a deceleration control means, which specifically corresponds to the deceleration control section shown in FIG. This deceleration control means 10 operates the engine 13 necessary for this purpose so that when the driving state specifying means 3 specifies deceleration driving, the vehicle can maintain acceleration at the deceleration set by the target acceleration setting means 4. The control amount of the engine output adjustment means 7 for adjusting the output is set.

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

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

The running state switching means 12 causes the running state setting means 3 to switch the designation of the running state when the reaching detection means 11 detects that the vehicle speed has reached the target vehicle speed.

Next, the vehicle engine control device of this embodiment will be specifically explained based on the overall configuration diagram of FIG. 2 which shows the device in more detail.

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

Each of these constituent parts will be explained below.

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

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

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

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

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

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

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

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

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

The output shaft rotation speed detection unit 22 is provided on the output shaft (not shown) of the torque converter (not shown) of the automatic transmission 32, detects the rotation speed of the output shaft, and converts this detected value into a digital signal. It is output as a value. In addition, 33.34
are a left front wheel and a right front wheel driven by the engine 13 via the automatic transmission 32.

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

The vehicle speed/acceleration detection section 24 detects the actual vehicle speed (actual traveling speed) and the actual acceleration (actual acceleration) of the vehicle, and outputs the detected values as digital values. As shown in FIG. 5, this vehicle speed/acceleration detection section 24 includes a right rear wheel speed detection section 42 that detects the wheel 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. A detection unit 11 and a running state switching unit (running state switching control unit) 12
According to the designation by the driving state designation part 3, an appropriate throttle opening degree is set in each control part.

That is, in the control unit 25, when constant speed driving is specified by the driving state specifying unit 3, the throttle opening required for the required constant speed driving is set by the constant speed control unit 8, and when acceleration driving is specified, The acceleration control section 9 sets the throttle opening required for the required acceleration traveling, and when deceleration traveling is specified, the deceleration control section 10 sets the throttle opening necessary for the required deceleration traveling. The magnitude of the throttle opening degree set in this way is output to the throttle valve rotating section 26 as a digital signal.

The throttle valve rotation unit 26 rotates the throttle valve 31 so that the throttle valve 31 takes the throttle opening set by the control unit 25, and as shown in FIG. an actuator drive unit 39 that outputs a drive signal for rotating the throttle valve 31 to a set opening degree based on a signal from the actuator 25; and a throttle that rotates the throttle valve 31 in response to a signal from the actuator north movement unit 39. Valve actuator 40 and throttle valve 3 rotated by this throttle valve actuator 40
The throttle valve opening detecting section 41 detects the opening of 1 and feeds back this detected value as a digital value to the actuator drive section 39. Note that the throttle valve actuator 40 is an electric motor such as a stepper motor.

Further, the throttle valve 31 is rotatably provided in the intake passage 3o, and is adjusted to an appropriate angle so that the intake passage 3o
The intake air amount to the engine 13 is adjusted by opening and closing (adjusting the opening degree).

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

The acceleration switch 45 is switched by pivoting the main lever 18a around the steering column 49, as shown here in FIG. a, (Ilil
It switches to four positions: , rotation, and mouth, and assumes an ON state at each of these positions.

When the acceleration switch 45 is in the same position, the vehicle travels at a constant speed at the designated speed, and when it is in the old to l position, the vehicle travels at an accelerated speed at each target acceleration. In particular, the target acceleration increases as the vehicle changes from old to round to group, and the old position is set to slow acceleration, the round position is set to medium acceleration, and the dark position is set to rapid acceleration.

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 open 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 position 4 and the vehicle is traveling at a constant speed,
When the changeover switch is operated while the acceleration switch 45 is in the same position and the vehicle is decelerating, the vehicle changes from decelerating to constant speed traveling.

On the other hand, when the acceleration switch 45 is in the (6) twice or group position, the changeover switch 46 switches between accelerated driving and constant speed driving. In other words, the acceleration switch 45 is
If you operate this selector switch while accelerating in the 2nd or 4th position.

When the acceleration switch 45 is in the (5) 1 or group position and the vehicle is traveling at a constant speed, operating this switch will cause the vehicle to change from constant speed traveling to accelerated traveling. Switch.

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 contents according to the state of the accelerator pedal 27 or the brake pedal 28 for the throttle valve 31, and controls times, ■, and (
It switches to the three positions of 3) and takes an ON state in each of these positions.

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

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

In other words, when the throttle switch 47 is in the idle position, when the brake pedal 28 is depressed to decelerate and then 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 acceleration or deceleration is designated by operation of the acceleration switch 45 or changeover switch 46, the vehicle is to maintain the vehicle speed at the time the brake pedal 28 is released and travel at a constant speed.

The opening degree of the throttle valve 31 is controlled.

The target vehicle speed changeover switch 48 is for changing the set value of the target vehicle speed when driving at a constant speed. When the switch 48 is rotated in the 9 directions, each turns on, and when the switch 48 is released, the switch 48 is turned on.
8 automatically returns to its original position (neutral state shown in FIG. 6) and enters the OFF state. Then, when this target vehicle speed changeover switch 48 is operated to the (+) side ON state, this O
The target vehicle speed increases in proportion to the duration of the N state, and (
-) side, the target vehicle speed decreases 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 (5) to 3 attached to the contacts of the acceleration switch 45 in FIG. 7 correspond to the position marks 1 to 3 in FIG. It comes into contact when the main lever 18a is pulled toward the user and turned on.

Further, the symbol ~l attached to each contact of the throttle switch 47 corresponds to the position~(3) in FIG. 6, and the symbol (+) attached to each contact of the target vehicle speed change switch 48 corresponds to
(-) indicates that the target vehicle speed change switch 48 is set to the sixth position.
This is a contact that comes into contact when rotated to the (+) side or (-) side in the figure.

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 U10, and as a result, a low level digital signal is provided to the buffer connected to the contact that is in the ON state. Further, a high level digital signal is given to the buffers connected to other contacts in the OFF state.

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

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

8 to 18 are flowcharts showing the contents of control by this engine control device.
Figure (i) is 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,
Interruption control as shown in FIGS. 8(n) 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.

Further, FIG. 8(V) is a flowchart showing the contents of fail-safe control for compensating for an error in the actual acceleration DVA determined by the third interrupt control shown in FIG. 8(iv).

In other words, in the third interrupt control, the vehicle speed/acceleration detection section 24
The actual acceleration DVA is calculated using the detected value, but 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 wheels 35 and 36 due to unevenness of the road surface, etc. There is a possibility that a value different from the actual vehicle speed VA may be momentarily detected as the vehicle speed. This fail-safe control is intended to prevent the actual acceleration DVA from being calculated based on such an incorrect vehicle speed value.

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.

In addition, in the main control shown in FIG. 8(i), various types of control are performed, and these control contents are as follows.

Shown in FIGS. 9-18.

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?

Accelerator pedal detected by the depression amount detection unit 14
The amount of depression APS and the control unit 22 based on this amount of depression APS.
Accelerator pedal depression amount change rate DA found by
The target acceleration of the vehicle is determined based on PS and the value of the counter CAPCNG, and the engine 13 is controlled by controlling the rotation of the throttle valve 31 so that the engine output is such that the target acceleration is achieved.

FIG. 12 is a flowchart showing details of the auto cruise mode control performed in step C144 in FIG. At a certain time, the acceleration control section 9, deceleration control section 10. Alternatively, the constant vehicle speed control section 8 sets the opening degree of the throttle valve 31, and the throttle valve opening moving section 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 old to group positions in FIG. It is control. This target acceleration DVS2 is determined by the acceleration switch 45 or the changeover switch 4.
This is a target value of acceleration that becomes constant after the driving state designating unit 3 of the control unit 25 changes to accelerated driving and the vehicle starts accelerating by the operation of step 6.

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

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

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

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

FIG. 18 is a flowchart showing details of the control for determining the target acceleration DvS4 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 map parameters used for control in the engine control device 1 and variables read out corresponding to these parameters.

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

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

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

At the same time, fuel is ignited by an ignition device (not shown) at a timing determined by an 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 the next step Al
O28 advance.

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

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 l is started, the value CAPC of the counter is calculated in step A101.
Since NG has been reset and the value of CAPCNG is set to 0, if the value obtained by adding 1 to CAPCNG is set as the new CAPCNG in step A118, the value of CAPCNG here is set to 0.
The value of APCNG is 1. Therefore, in the next step Al19, the condition of CAPCNG:1 is satisfied, and the process proceeds to step Al2O, and in this step Al2O, the value obtained by subtracting 1 from CAPCNG (that is, O) becomes the new value of CAPCNG. .

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

The second interrupt control is a control performed by the control unit 25, in which the rate of change DAPS of the accelerator pedal depression amount APS detected by the depression amount detection unit 14 is determined. It will be done.

Note that the value of the accelerator pedal depression amount APS is determined by a voltage proportional to the depression amount of the accelerator pedal 27 being output from the potentiometer 37 of the depression amount detection unit 14 that is linked with the accelerator pedal 27, and this output voltage being A-D
This is a value obtained by being converted into a digital value by the converter 38.

In this second interrupt control, the accelerator pedal depression amount APS is input in step A121.

In the next step A122, the difference I AP between the input APS value and the accelerator pedal depression amount APS' that was input 100 milliseconds ago and stored in the same way.
S-APS'l is calculated as the value of DAPS.

This interrupt control is repeated every 10 milliseconds, so APS
, APS' and DAPS values are updated every 10 milliseconds.

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

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

Next, in step A125, the average value of VARR and VARL is calculated and stored as the actual vehicle speed VA of the vehicle.

In the next step A126, the amount of change VA-VA between the actual vehicle speed VA calculated in step A125 and the actual vehicle speed VA' calculated and stored in the same way during the interrupt control 390 milliseconds before the current interrupt control is calculated. ' is calculated as the actual acceleration D V A, .

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 amount of change VAA-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 A]27
Actual acceleration D V A calculated by . And what is the average value of the latest four DVA□, 0 out of the DVA 13 degrees calculated in the same way using the interrupt control up to the previous time?

Actual acceleration DV A,... Calculated as follows.

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

D V A, 3. and DVA, (7) To all 11:
(71) Since the third (7) interrupt control is performed every 65 milliseconds, it is updated every 65 milliseconds.

Among these actual accelerations, D A V,s 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. , when an error in one actual vehicle speed increases due to disturbances, etc., the influence is large and stability is low. On the other hand, D.A.
V, , are the four actual vehicle speeds (VA, VA'
, VA", VA"') 4m, it is calculated using five actual accelerations D A V, , , so D V
Contrary to A@s, it is less affected by external disturbances and has high stability, but its followability is low. Also, D AV, 3. is D
It has intermediate stability and followability between AVas and DAVss.

Here, the contents of the fail-safe control performed to compensate for the error in the actual acceleration DVA determined by the third interrupt control will be explained. As shown in FIG. 8(V), first, in step N101, , 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 one of the vehicle weight detection units 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 114 is set to O. After that, the process advances to step N109 and the timer (TM
A') is reset and the process proceeds to step N110. In this step N110, each actual acceleration (DV Ass -D
v A-3°, DVA, sO) as usual, that is,
It is calculated according to steps A126 to A128 as described above.

However, if the change in the detected value continues to be not larger than the reference value from the stage before this fail-safe control, the value of the flag I is set to O from the beginning, and the timer (TMA') has already been reset.

Note that the value of the flag I14 of 1 indicates that the change in the air pressure of the air suspension is already greater 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 N101 that an error has occurred in the measured value as the actual vehicle speed VA. in this case.

First, the process proceeds to step N102, where it is determined whether the value of flag □4 is 1 or not.

Now, suppose that the change in air pressure of the air suspension becomes larger than the reference value for the first time, the value of flag Ii4 is still 0, so proceed to step N103 and change the value of flag Ii4 to 1.
After that, in step N104, the timer TMA' starts counting. Then, in step N105,
Each actual acceleration (DVAss, D V Alzo -D
V As5o ) (7) Stop the calculation 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
) is to return the control shown in the main flow to the initial state, that is, step Al0I, and start a new control. After this, the process proceeds to step N107.

Also, if the change in the air suspension air pressure is determined to be larger than the reference value in the previous control.

Since flag I14 is set to 1, step N10
2, it is determined that the value of flag I14 is 1.

In this case, steps N103 to N106 are jumped and the process directly proceeds to step N107.

Proceeding to step N107, it is determined whether the count value tTMA' of the timer TMA' is larger than a predetermined value tc. Here, the count value HA' is the continuous time during which the change in the air pressure of the air suspension is greater than the reference value. Also.

The predetermined value tc is a reference time, and is set to a value suitably larger than the natural vibration period of the vehicle suspension, for example, 7.
It is set to about 50w.

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, blade bounces, etc. have subsided after approximately the reference time tc has elapsed. Therefore, if the change in air pressure continues to be larger than the reference value for longer than the reference time tc, it can be determined that the air suspension air pressure continues to change because the vehicle speed has actually changed.

In other words, 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. count value t
If TMA' is not larger than the predetermined value tc, 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 larger than the predetermined value tQ, this control is terminated. Conversely, if it is determined that the count value tTMA' is larger than the predetermined value tc, the process proceeds to step NIO3. , after setting the value of flag Ii4 to O, the timer (
TMA').

Proceeding to step N110, each actual acceleration (DVAsst
DVA, , DVA, 51. ) is calculated as usual according to steps A126-A128.

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

In this way, if the actual acceleration data is judged to be reliable, the actual acceleration is calculated as specified and the current actual acceleration data is adopted, whereas if it is judged that an error has occurred in the actual acceleration DVA. Niha, each actual acceleration DVA (
DVAss, DVAza. .

DVAss. ), 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 A101 to A117 in FIG. 8(i), step A101 is followed by step A101.
At step 2, the timer TMB for determining the timing to open and close the throttle valve 31 starts counting time, and the process proceeds to the next step AlO3.

In step AlO3, the actual vehicle speed VA and actual acceleration DV calculated by the third interrupt control in steps A123 to A128 in the vehicle speed/acceleration detection unit 24 are calculated.
V A x3o , D V Aaso , accelerator pedal depression amount APS detected by the depression amount detection unit 14
, the APS change rate DAPS calculated by the control section 25 through the interrupt control in steps A121 and A122, the intake air amount AE detected by the intake air amount detection section 20,
Engine speed NE detected by engine speed detection section 21, vehicle weight W detected by vehicle weight detection section 19
, the rotation speed ND of the torque converter output shaft (not shown) of the automatic transmission 32 detected by the output shaft rotation speed detection unit 22 is inputted. Along with this, the acceleration switch 45 of the accelerator switch 15, brake switch 16, shift selector switch 17, and auto cruise switch 18. Changeover switch 46, throttle switch 4
7. The contact information of each switch of the target vehicle speed change switch 48 and the used gear position information of the automatic transmission 32 detected by the gear position detection section 23 are taken in.

Then, in the next step AlO4, the value of flag I4 becomes 1.
It is determined whether or not. This flag I4 indicates, by having a value of O, that constant speed driving should be specified by the driving state specifying section 3 of the control section 25. In this step AlO4, if the constant vehicle speed running state is specified, it is determined that l4=1 is not satisfied, and step A
Proceed to lO3. Conversely, if the constant vehicle speed running state is not designated, it is determined that =1, and the process proceeds to step AlO7.

If you proceed to step AlO3, flag.

It is determined whether the value of is 1 or not. This flag (8) has a value of 0, which indicates that during the target vehicle speed control performed in step E133 of FIG. This is shown by Then, in step AlO3, 1. If it is determined that = 1, step A
Proceed to 107, 1. If it is determined that the value is not equal to 1, the process advances to step A106.

In step A106, 2 is designated as a preset constant value T for the period T of the timing for opening and closing the throttle valve 31.

In step A107, the period TKz is set to step AlO3.
It is specified by the product of the reciprocal of the engine rotation speed NE input in , and a preset constant value coefficient α. Therefore, when constant speed driving is specified by the driving state specifying unit 3 of the control unit 25, the throttle valve 31 is not opened or closed until the vehicle speed reaches the target vehicle speed during the target vehicle speed control.
The throttle valve 31 is opened and closed at a constant cycle when the control is performed after the vehicle speed substantially matches the target vehicle speed.

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

If it is determined that t TMB > t K2, the process proceeds to step A109, and if it is determined that trMa>t is not 2, the process proceeds to step A112.

If t TMB > t Kz, the current control cycle corresponds to the timing for opening and closing the throttle valve 31, and in step A109, the timer TMB is reset to obtain the next timing for opening and closing the throttle valve 31.
The value of TMB is set to O, and the timer TM is set at step A110.
The time counting by B is started again, and the flag 111 is set to 1 in step A111. This flag 111
A value of 1 indicates that this is a control cycle in which the throttle valve 31 is opened and closed after the timer TMB starts counting again in step A11O.

Furthermore, if t TMB > t K2, the current control cycle does not correspond to the timing for opening and closing the throttle valve 31 (adjusting the engine output).

In step A112, the value of flag I□1 is set to 0.

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

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

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

Conversely, in step 5 A114, throttle switch 4
If it is determined that the position No. 7 is not rev, the process proceeds to step A115. In step A115, the engine speed NE input in step AlO3 is preset to be slightly lower than the idle speed after the engine 13 is warmed up. It is determined whether NE<NK with respect to the reference value NK.

Then, if it is determined that N E < N,
The process proceeds to step A117, where direct throttle control is performed, and if it is determined that NE<N does not hold.

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

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

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

Next, the throttle direct drive control in step A117 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, in step B101 in FIG. 9, the accelerator pedal depression amount APS is set as a parameter, and the
From the map #MAPS shown in the figure, the throttle valve opening degree θTHD corresponding to the accelerator pedal depression amount APS input in step AlO3 of FIG. 8(i) is read out and set, and the process proceeds to step B102.

In step B102, it is determined whether the value of the aforementioned flag Iil is 1 or not. If it is determined that I = 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. If it is determined that I, 1 is not 1, the current control cycle is the throttle valve 31. Since the timing does not correspond to the timing for opening and closing, the throttle direct drive control in the current control cycle is ended without doing anything.

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

The throttle valve rotating section 26 is.

The actuator drive unit 39 receives this signal and sets the throttle valve opening degree to the throttle valve actuator 40 at θT.
A drive signal is sent to rotate the throttle valve 31 to the HD position. 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. Then, the rotation drive signal for the throttle valve 31 is continuously sent out so that the throttle valve opening becomes F) THD. When the throttle valve opening detection unit 41 detects that the throttle valve 31 has been rotated to such a position, the actuator drive unit 39 stops sending out a drive signal in response to this detection result, and the throttle valve The valve 31 stops at a position where the throttle valve opening is θTHD.

As mentioned above, in throttle direct drive control.

The throttle valve opening degree θTHD is determined based only on the amount of depression of the accelerator pedal 27. Further, the throttle valve opening degree θTHD and the accelerator pedal depression amount APS are in a proportional relationship as shown in FIG. 19. Therefore, the throttle valve 31 operates in response to the movement of the accelerator pedal 27 in a state where the accelerator pedal 27 and the throttle valve 31 are directly connected mechanically.

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

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

That is, first in step C101, as shown in FIG.
) Based on the contact information input in step AlO3,
It is determined whether the contact point of the brake switch 16 is in the ON state.

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

When the brake pedal 28 is depressed and the process proceeds to step ClO2, the value of the flag I7 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 1
Next, in step ClO3, it is determined whether the value of flag I2 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 12=1, the process proceeds directly to step C112, which will be described later, and if it is determined that 12=1 is not the case, the process proceeds to step ClO4.

Proceeding from step ClO3 to step ClO4, the eighth
Actual acceleration DV input in step AlO3 in figure (i)
Axa. 2 to a preset negative reference value, D
VA... It is determined whether or not <K2. Actual acceleration DVA□,. takes a positive value when the vehicle is accelerating, and takes a negative value when the vehicle is decelerating, so DVAl is set to a negative reference value of 2.

< Determination as to whether or not KZ is the same as determination as to whether or not the deceleration of the vehicle is greater than a preset reference value.

If sudden braking with a large deceleration is performed by the brake (not shown), DVAl at step ClO4. <K
, and the process proceeds to step ClO7. If sudden braking is not performed, D V A at step ClO4
1. . It is determined that <K, and step ClO3
Proceed to.

Proceeding to step C107, it is determined whether the value of flag is 1 or not. This flag 11 indicates the actual acceleration DV
A□,. A timer TM that measures the duration of a state in which the deceleration is smaller than the reference value by 2 (that is, a state in which the deceleration is greater than the reference value)
A value of 1 indicates that A is counting time. If the timer TMA has already counted the time, it is determined that I=1, and the process advances to step C110. If the timer TMA is not counting time, it is determined that I□ is not 1, and the process proceeds to step ClO3, where the value of the flag I is set to 1, and step C
After the timer TMA starts counting time in step 109, the process advances to step C110.

In step C110, the time t TMA counted by the timer TMA is set to a preset reference time 1. (
It is determined whether or not tTMA>t. When it is determined that tTMA>tKz, the process proceeds to step C111, and after setting the value of the flag 2 to 1, the process proceeds to step C112. On the other hand, tTMA>
If it is determined that it is not tKl, directly proceed to step C.
The process advances to step 112, and the value of the flag I2 remains O.

On the other hand, in step C104, DV Ai.

If it is determined that the condition is not <KZ 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, flag 1 is set at step ClO3. is set to 0, and in step C106, the timer TMA is reset to stop counting time, and the count time t is set to 0.
After setting the value of TMA to O, the process proceeds to step C112.

Furthermore, by controlling steps ClO3 to C111 as described above, if the state in which the deceleration due to the brake (not shown) is greater than the reference value continues for longer than the reference time, the flag ■2 is set.
The value of flag I is set to 1, but once the value of this flag I is set to 1, unless the value is set to O in any step other than step ClO3-C111, even if the deceleration is the reference value It will not change even if the following occurs.

In step C112, the control unit 25 sends a signal to the throttle valve opening movement unit 26 that designates the minimum throttle valve opening that corresponds to the engine idle position. Upon receiving the above signal, the throttle valve port moving section 26 receives the above signal.
The actuator drive unit 39 sends a drive signal to the throttle valve actuator 40 to rotate the throttle valve 31 to the minimum throttle valve opening.
Rotate 1.

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

As mentioned above, when the brake pedal 28 is depressed, the purpose is to decelerate the vehicle, so step 0103
~ After passing through the control of C111, by always maintaining the throttle valve 31 at the minimum opening that corresponds to the engine idle position, the braking of the vehicle by the engine brake is controlled by the brake (
This is done in conjunction with braking (not shown).

If the brake pedal 28 is not depressed and the process advances from step C101 to step C113, it is determined whether the value of flag I7 is 1 or not.

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

In step C113, if l7=1, that is, if it is determined that this is not the first control cycle after the brake pedal 28 is not depressed, the process advances to step C133. Conversely, if it is determined that I7 is not 1, that is, this is the first control cycle after the brake pedal 28 is not depressed, the process advances to step C114.

When the process advances from step C113 to step C114, nine different settings and determinations are made according to steps 0114 to C118.

First, in step C114, the brake pedal 28
Since the timer TMA is not depressed, there is no need to count the time using the timer TMA as described above. Therefore,
In preparation for performing the above-mentioned counting again in the next control cycle, the value of the flag T□ is set to O.

Then, in the next step C115, the brake pedal 2
Since 8 is not depressed, the value of flag F is set to 1, and in step 0116, timer TMA is reset to stop counting time for the same reason as step c114, and the value of count time tTMA is set to 0.

Then, in step C117, the value of the flag 11□ is set to O. This flag □2 is set at step C in each control cycle.
In the control cycle (opening/closing timing cycle) corresponding to the timing of opening/closing of the throttle valve 31 that first occurs after the automatic cruise mode control of 144 is started, the opening/closing of the throttle valve 31 has not yet been performed, or this opening/closing is Although this has already been done, the throttle valve 31 has not yet been opened/closed in the first opening/closing timing cycle after the designation of the vehicle running state is changed by operating the acceleration switch 45 or changeover switch 46 in auto cruise mode control. , the value is O, so it is indicated by .

In step C118, step AlO in FIG. 8(i)
Based on the contact information input in step 3, it is determined whether the contact of the accelerator switch 15 is in the ON state. The accelerator pedal 27 is depressed and the contact of the accelerator switch 15 is turned OFF.
If it is in the F state, the process proceeds to step C135, where the value of flag I2 is set to 0, and after which the value of flag E is set to 1, at step 0136, the process proceeds to step C137. This flag indicates that the throttle valve 31 should be held at the minimum opening degree that corresponds to the engine idle position by having a value of O.

Note that when the value of flag I2 is set to 1 in step C111, the value of step 2 remains 1 until the control in step C135 is performed.

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

In step C137, as described above, the accelerator pedal depression amount APS detected by the depression amount detection unit 14, the change rate DAPS of the depression amount APS obtained in the control unit 25 from this depression amount APS, and the counter CAPC
Based on the NG value.

Determine target acceleration and perform accelerator mode control,
This accelerator mode control is to control the output of the engine 13 by rotating the throttle valve 31 so that the vehicle reaches a target acceleration. After performing this accelerator mode control, the throttle non-direct motion control in the current control cycle is ended.

When the accelerator pedal 27 is not depressed and the contact point of the accelerator switch 15 is in the ON state, and the process advances from step C118 to step C119, the value of DAPMXQ is set to 0. This DAPMXQ indicates the maximum value of the rate of change DAPS of the accelerator pedal depression amount APS when the depression amount of the accelerator pedal 27 increases.

Then, in the first step Cl2O, the value of DAPMXS is set to O. This DAPMXS indicates the minimum value of the rate of change DAPS when the amount of depression is decreased.

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

Next, in step C122, the brake pedal 2
The value of the actual vehicle speed VAI input in step C121 is substituted as the value of V OFF indicating the actual vehicle speed immediately after the release of V.8.

Next, in step C123, from the contact information input in step AlO3 of FIG. 8(i).

Throttle switch 47 of auto cruise switch 18
It is determined whether the position is at l in FIG. Note that when the throttle switch 47 is in the position, when the brake pedal 28 is released after depressing the brake pedal 28 to decelerate the vehicle as described above, the throttle valve will be closed unless the accelerator pedal 27 is pressed. 31 is specified to be held at the minimum opening degree which is the engine idle position.

In step C123, if it is determined that the throttle switch 47 is in the position, step C126
Proceed to step C112 after setting the value of flag to O.
Then, as described above, the throttle valve 31 is rotated to the throttle idle position where the opening degree is the minimum.

On the other hand, if it is determined in step C123 that the position of the throttle switch 47 is not ■, step C
In step C124, VOFF is adjusted to a preset reference value.

It is determined whether VOFF<K,'.

In step C124, if it is determined that VOFF<K, the process advances to step C125, and the flag
It is determined whether the value of is 1 or not.

If it is determined that I2; 1, the process proceeds to step C126, where the value of flag 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 Vorr<Kt is not satisfied, or if it is determined in step C125 that Vorr is not equal to 1, 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. The accelerator pedal 27
If the brake pedal is not depressed, priority is given to braking the vehicle, and even after the brake pedal 28 is released, the throttle valve 31 is maintained at the minimum opening degree to perform braking by 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, but at this time, as described above, the throttle valve 31 is held at the minimum opening degree, and braking by engine braking is automatically performed.

If the process proceeds from step C124 or step C125 to step C145, the value of flag I4 is set to 0, and the process proceeds to step C127. In addition.

The flag flag indicates that constant speed driving should be specified by the driving state specifying unit 3 of the control unit 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 1 is set to 1, and the value of flag 1 is set to 1 in the primary step 0128, and then in step C129, the constant vehicle speed is set. The actual vehicle speed VA input in step C121 is substituted into the target vehicle speed VS during driving.

Next, in step C130, a target torque TOM1 required to maintain traveling at the target vehicle speed VS is calculated using the following equation (1).

T OM1= [((V ・r/g) ・ks”ki)
' (DVSa -DVSs s )"To-TEM
I/T.

(1) In the above equation (1), W is the weight of the vehicle detected by the vehicle detection unit 19 and inputted in step AlO3 of FIG. 8(i), and r is the weight that is stored in advance. Left front wheel 33
Alternatively, the tire effective radius of the right front wheel 34, g is the gravitational acceleration.

Further, ks is a preset coefficient for converting the gear position used in the automatic transmission 32 to the first gear, and is a coefficient currently in use detected by the gear position detection unit 23 and input in step AlO3. The value is set corresponding to the gear stage of the automatic transmission 32 inside. Further, 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
is obtained by dividing by the engine rotation speed NE detected by the engine rotation speed detection section 21 and input in step AlO3.

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

Further, DVA□ is calculated by the interrupt control in steps A123 to A128 in FIG.
The actual acceleration input in lO3, TEM, is the engine 13
It is the actual torque output during the output of AE/NE, which is the value AE/NE obtained by dividing the intake air amount AE detected by the intake air amount detection unit 20 and inputted in step AlO3 by the engine rotation speed NE, and the engine rotation speed NE as parameters. is determined by a map #TEMAP (not shown) set in advance based on the characteristics of the engine 13.

In this way, in step C130, the target torque TOM□
Once calculated, in the first 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 rotational speed NE of the engine 13 as parameters.
This is preset based on the characteristics of , and is used for the purpose of determining the throttle valve opening degree θTI4 necessary to make the torque output from the engine 13 equal to the target torque TOM. Therefore, the value of the throttle valve opening θTH□ read out is
This corresponds to the target torque TOM calculated in step 130 and the engine speed NE detected by the engine speed detecting section 21 and inputted in step AlO3.

In step C132, the throttle valve 31 is driven based on the throttle valve opening degree θTH read out in step c131. That is, a signal instructing the throttle valve opening degree θTHz is sent from the control unit 25 to the throttle valve rotating unit 26, and in the throttle valve rotating unit 26, the actuator moving unit 39 receives this signal and controls the throttle valve actuator 40. On the other hand, the throttle valve 31 is the throttle valve opening θT
Sends a rotation signal to rotate to the H position.

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

Also at this time, the opening degree of the throttle valve 31 is 1g111.

Feedback control is performed through the throttle valve opening detection section 41, and when the throttle valve 31 is rotated to a predetermined position, the actuator striking section 39 stops sending out a signal, and the throttle valve 31 is at the predetermined position. Stop.

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

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

It is estimated that by the control in steps 0129 to C132 described above, the vehicle speed immediately after the brake pedal 28 is released can be maintained even if the opening/closing timing cycle determined by the reference time tK2 is not applied immediately after the brake pedal 28 is released. throttle valve 31 to the throttle valve opening position.
provisionally rotates to prepare for transition to constant speed driving at the target vehicle speed.

Step C113 to Step C in the previous control cycle
If the control as described above is performed in step 114 and the brake pedal 28 remains released in the current control cycle, step C1 is executed in the previous control cycle.
Since the value of flag F is set to 1 in step C15, it is determined that f=1 in step C113, and step C13
3, it is determined from the contact information input in step AlO3 whether the contact of the accelerator switch 15 is in the ON state.

If the accelerator pedal 27 is depressed, step C1
33, it is determined that the contact point of the accelerator switch 15 is not in the ON state, and the process proceeds to step C134, where the value of the flag 112 is set to 0, and then the process proceeds to step C135, where the value of the flag I is set to 0, and further, in step C136, the value of the flag I is set to 0. The value of flag 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 C118, and cases in which the process proceeds from step C133 to step C134, but in either case, when the accelerator pedal 27 is depressed and the contact point of the accelerator switch 15 is in the OFF state. It is.

Therefore, by depressing the accelerator pedal 27 and reaccelerating the vehicle, the flag I2 is set in step C135.
The value of is O.

Further, in step C137, accelerator mode control is performed, similar to step C135.

When the accelerator pedal 27 is depressed, accelerator mode control is always performed.

If the accelerator pedal 27 is not depressed, step C
At step 133, it is determined that the contact point of the accelerator switch 15 is in the ON state, and at step 0138, the maximum value DAP is set.
The value of MXO is set to 0, and the minimum value DAP is set in step C139.
After setting the value of MXS to O, 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 in steps C113 to C132 described above was performed in the previous control cycle. This corresponds to the case where

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

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

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

Further, when the process proceeds from step C140 to step C141, it is determined whether the value of flag □2 is 1, and when it is determined that I,2=1, step C143
If it is determined that I,2 is not 1, proceed to step C1.
Proceed to 42.

As mentioned above, the value of the flag Ill 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 throttle that is visited first when the throttle valve 31 has not yet been opened or closed, or has already been opened and closed, but the designation of the running state of the vehicle is changed by operating the acceleration switch 45 or changeover switch 46 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 flag Ii2 is O, the throttle valve is 31 may change significantly.

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

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

On the other hand, if the value of the flag I1m is 1, the opening/closing at the time of the above-mentioned transition or change has already been performed, and the change in the opening degree of the throttle valve 31 does not become large. Therefore, even if the followability deteriorates somewhat, the difference between the actual value and the measured data is small, and rather the stability of control should be emphasized. Therefore.

Proceeding to step C143, the value of the actual acceleration DVA is set to D.
DVA has lower followability than VAsa but is more stable
Adopt 13°.

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 C101 to C144 in FIG.
By performing the throttle non-direct motion control shown in FIG. 2, when the brake pedal 28 is depressed to apply a brake (not shown), the throttle valve 31 is held at the minimum opening that corresponds to the engine idle position, and the engine brake is applied. Braking is performed in parallel with brake braking. Meanwhile, the brake pedal 28 is released and the accelerator pedal 27 is released.
When the driver depresses the pedal, accelerator mode control, which will be described later, is performed.

Further, if the state in which the deceleration of the vehicle caused by the brake pedal 28 is greater than the reference value continues for a longer time than the reference time, and the vehicle speed immediately after the brake pedal 28 is released is lower 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, the transition to constant speed driving is performed immediately after the brake pedal 28 is released, with almost no fluctuation in vehicle speed.

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

Step C137 of throttle non-direction control (Figure 10)
To explain in detail the accelerator mode control performed in , 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. As shown in FIG. 20, this map #MDVS6S is for determining the target acceleration DVS using the accelerator pedal depression amount APS as a parameter, and is used when the depression amount of the accelerator pedal 27 decreases. Note that the accelerator pedal depression amount APS is detected by the depression amount detection section 14 and inputted in step AlO3 in FIG. 8(i).

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

When the process proceeds to step D102, it is determined whether or not the rate of change DAPS of the accelerator pedal depression amount APS satisfies DAPS<K6 with respect to a preset negative reference value of 6. Note that the rate of change DAPS of the accelerator pedal depression amount APS is determined in step A12 of FIG. 8 (iii).
1 to A122 and inputted in step AlO3 in FIG. 8(i).

In step D1o2, 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 DIO3, where DAPS<K.
If it is determined that it is not KG, it is assumed that the amount of depression of the accelerator pedal 27 is increasing, and the process proceeds to step D105.

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

On the other hand, when the process proceeds from step D101 to step D112, it is determined whether or not the rate of change DAPS is greater than K with respect to a preset positive reference value. If it is determined in step D112 that DAPS)K, it is determined that the amount of depression of the accelerator pedal 27 is increasing, and the process advances to step D113, and DAPS>K? If it is determined that this is not the case, 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 0, and the DAP is
After setting the value of MXS to 0, the process advances to step D115.

Therefore, when it is determined that the amount of depression of the accelerator pedal 27 is increasing (continuously increasing).

After the control in steps D105 to D111, the control in steps D122 to D126 is performed.

On the other hand, when it is determined that the amount of depression of the accelerator pedal 27 is decreasing (continuously decreasing), steps D115 to
After passing through the control of D121, steps D122 to D126
control is performed.

If the process advances to step D105, the depression amount detection section 14
The target acceleration DVS, which corresponds to the accelerator pedal depression amount APS detected in step AlO3 of FIG. 8(i), is read out from the map #MDvseo. This map #MDVS6o 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 assigned a new APMXO(7) value i'' D A P M X Oi, - 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 purpose 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 DVS are defined as (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 the rate of change DAPS of S is a preset reference value, DAPS>K. D.A.
If it is determined that PS>K, it is assumed that the change when the amount of depression of the accelerator pedal 27 increases is large, and the process proceeds to step D1.
If it is determined that DAPS>K is not true, the process proceeds to step D111, assuming that the change is not large.

Then, when 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 A118 of FIG. 8(ii) as described above.
~It is set by the interrupt control of Al2O, and is always O unless a value other than 0 is assigned. If this value is O,
The target acceleration DvS read from the map #MDVS80 in step D111 is also (7) #MDVS in FIG.
As is clear from 80, it becomes 0. Also, the rate of change D
If APS is greater than the reference value, the value of the counter CAPCNG is set to 1 in step D110 as described above, so the value of the counter CAPCNG is always set as long as the rate of change DAPS is greater than the reference value. becomes 1.

Therefore, at this time, in step D111, the map #
As is clear from #MDVS80 in FIG. 22, the target acceleration DVS read from MDVS80 is the maximum 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 nAps>Ks is not satisfied 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 2O.

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

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

Furthermore, if the control in step D109 is performed after the next control cycle and the state where DAPS>K does not hold continues, the counter CAPC is set as described above by interrupt control.
The NG value increases by 1.

From step D102 to step D109
05, the rate of change DAPS is the reference value as determined in step D102.
<K, but DAPS≧, so that
Step D109 directly proceeds to step D111 when the rate of change DAPS has a value such that 6≦DAPS≦, and as described above, the reference value is a negative value, and the reference value and 8 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
As is clear from #MDVS80 in FIG. 22, the target acceleration DVS read from 0 is the counter CAPC.
It decreases as the value of NG increases and finally becomes 0. Therefore, if the amount of depression of the accelerator pedal 27 is increased and then held almost constant, the value of the target acceleration DVS, which has a positive value, will gradually approach 0 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)
VS is read from map #MDVS6S. In addition, map #MDVS6S is the accelerator pedal depression amount AP
This is to find the target acceleration DvSG 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 new value of DAPS is substituted into the DAPMXS and stored as the value of APMXS in step D117, and the process proceeds to step D118. Also, DAPMXS>D
If it is determined that it is not APS, the DAPMXS stored in the previous control cycle is stored and remains as is, and the process advances to step D118.

In step D118, D
Target acceleration DVS7 corresponding to APMXS is map #M
Read from DVS7S. This map #MDVS 7
S is for determining the target acceleration DVS when the amount of depression of the accelerator pedal 27 is decreasing using DAPMXS as a parameter, and DAPMXS and DVS7 have a correspondence relationship shown in #MDVS7S in FIG. 21. . Note that DAPMXS is the rate of change of the amount of depression of the accelerator pedal 27 when it is decreasing, so it becomes O or a negative value as described above, and the target acceleration DVS7 also becomes (7) # in FIG. It becomes a negative value as shown in MDVS7S. Therefore, the absolute value of the target acceleration DVS7 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, the change when the amount of depression of the accelerator pedal 27 decreases is large, and the process proceeds to step D120; if it is judged that DAPS<K, the change is not large, and the process proceeds to step D121. move on.

Further, when the process proceeds from step D119 to step D120, the value of the counter CAPCNG is set to 1, and after that, the process proceeds to step D121.

In step D121, the target acceleration DvSll corresponding to the value of the counter CAPCNG is read from the map #MDVS8S. Map #MDVS8S is counter CA
Using the PCNG value as a parameter, the accelerator pedal 27
This is to find the target acceleration DvS when the amount of depression is decreasing.

The value of the counter CAPCNG and the value of DVS have a correspondence relationship shown in #MDV88S in FIG. 22. Note that this target acceleration D V S a is #MDV in FIG.
As shown in S8S, since it becomes 0 or a negative value, this DVS becomes deceleration.

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

Further, 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 smaller than the reference value, the value of the counter CAPCNG is always 1, and at this time the target acceleration DVS read from the map #MDVS8S in step D121 is.

As is clear from #MDVS8S in FIG. 22, the map #MDVS8S has the smallest negative value, and this D
vS is the maximum deceleration.

For example, in step D120, the counter CAPCN
After the value of G is set to 1, in the first control cycle, the process goes through step D112 again to step Dl19, and at this time,
When it is determined that DAPS<K does not hold because the reduction in the amount of depression of the accelerator pedal 27 has been eased or stopped.
The process advances from step D119 to step D121. In this case, since step D120 is not passed, the value of counter CAPCNG is changed to step Al18 in FIG. 8(ii).
~Al The value is determined by the interrupt control of 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, 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. Furthermore, after the next control cycle, if the control in step D119 continues and the state where DAPS<K does not hold, the counter CAPC is set as described above by interrupt control.
The NG value increases by 1.

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

At this time, in step D121, map #MDVS8
As is clear from #MDVS8S in FIG. 22, the target acceleration DVS read from the counter CAPC
It increases as the value of NG increases and finally becomes 0.

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.

Step D111 or D121 to Step D12
Proceeding to step 2, the target acceleration DVS is determined by the control in steps D105 to Dl11.

DVS, and the sum of DVS, or step D1
Target acceleration D obtained by control of 15 to D121
The sum of VS, , DVS, and DVS is calculated as the overall target acceleration DVS in accelerator mode control.

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

TOMA= [((V-r/g)・ks+ki)・D
VS+R'・rl/TQ... (2) In the above formula (2), W, r, g, ks.

k x + TQ is the same as that used in equation (1) shown in the explanation of the throttle non-direct motion control above,
Further, 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 5 vehicles, W is the same vehicle weight as used in the above equation (2), pair is the air resistance coefficient of the vehicle, and A is the vehicle's rolling resistance coefficient. The front projected area, VA, is calculated from step A123 in FIG. 8 (iv).
This is the actual vehicle speed calculated by the interrupt control at A128 and input at step AlO3 in FIG. 8(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 θTlIA corresponding to the rotational speed NE of the engine 13 input in step AlO3 is read from the map ttMTH. Map #MTH is used in step C in Fig. 10 during the aforementioned throttle non-direction control.
This is the same as that used in 131.

In the next step D125, it is determined whether or not the flag □1 is 1. As described above, this flag Lx has a value of 1, so that the current control cycle is the opening/closing of the throttle valve 31. This indicates that this is a control cycle that performs.

In this way, when the value of the flag 111 is 1, the control cycle is for opening and closing, so the process proceeds to step D126, and when the value of the flag 11□ is not 1, the control cycle is not for opening and closing, so step The process does not proceed to 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 this throttle valve rotation unit 26, an actuator drive unit 39 receives the above signal and rotates the throttle valve 31 to the required position (throttle valve opening '3 THA) to the throttle valve actuator 40. ) The throttle valve actuator 40 rotates the throttle valve 31 by sending an immediate action 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 the predetermined position, and the accelerator mode control in the current control cycle is ended.

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

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

In addition, the value of DVS is the maximum value DAPMX
Since it is determined based on the correspondence shown in FIG. 21+7) #MDVS70, the faster the depression amount APS is increased, the more DVS.

The value of is a large value.

Furthermore, since the value of DVS, (7) is determined based on the correspondence shown in #MDVS80 in FIG. 'CNG=1, D
VS8 has the largest value.

In this way, each target acceleration DVS, , DVS7. DvS8
changes, so the faster the amount of depression of the accelerator pedal 27 is increased, the more rapidly the vehicle will accelerate.

In addition, 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 DVSG, D
VS7. DVS, (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,
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 DVS is changed according to the elapsed time from when the speed of increase of the depression amount APS became below the standard.
As the value of increases, as shown in #MDVS80 in FIG.
becomes.

Therefore, the increase in the amount of depression is stopped and the accelerator pedal 27 is stopped.
If the amount of depression is 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 target acceleration DVS6. DVS,,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 DVS is #MDVS7 in FIG.
Since it is determined based on the correspondence shown in S, the amount of depression A
The faster the PS decreases, the smaller the value of 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 amount APS of the accelerator pedal 27 is reduced, the faster and slower the acceleration of the vehicle becomes, and furthermore, the vehicle enters a deceleration state.

In addition, Fig. 20 (7) #MDVS60 and #MDVS
As shown in 6S, when the value of DvSs 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.

Also, DVS is shown in Fig. 20 77) #MDVS 6 S
As shown in FIG. 3, if the depression amount is decreased to a value of 0 and then continues to be decreased, the value becomes negative. Therefore, each target acceleration DVS, , DVS7 and DV
The target acceleration DVS obtained by adding S is also a negative value, and as a result, the vehicle is decelerated based on the negative target acceleration.

In addition, the reduction in the amount of depression APS is stopped and the accelerator pedal 27 is stopped.
When the amount of depression is held constant, each target acceleration DV
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.

Furthermore, the value of DVS is the minimum value (
In other words, the value determined based on the correspondence relationship #MDVS7S in FIG. 21 is maintained as is for DAPM X S (the maximum value of the decreasing speed), so it remains constant.

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

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

Now, the 10th step performed in throttle non-linear control
The auto cruise mode control in step C144 in the figure is as follows:
This is carried out according to the flowchart of steps E101 to E133 in FIG.

This auto cruise mode control is performed when both the accelerator pedal 27 and the brake pedal 28 are not depressed in the aforementioned throttle non-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 E102 is determined based on the judgment here.
and the accelerator pedal 2 has already been pressed in the previous control cycle.
7 is released and the contact of the accelerator switch 15 is in the ON state, 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.

If the process proceeds to step E102 in the first control cycle after the accelerator pedal 27 is released, the value of the flag I4 is set to 0 and the process proceeds to step EIO3. The value O indicates that constant speed driving should be specified by the value O.

In step E103, the value of flag I6 is set to 0, and the process proceeds to step E104. This flag (1) 6 has a value of 1 to indicate that this is the first control cycle after the contact of the changeover switch 46 is turned on.

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

Then, in step E106, the value of the flag I8 is set to O. Note that the value of this flag I8 is O, which indicates that the vehicle speed is kept substantially 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.

TOM3 = [((W・r/g)・ks+ki)(DV
Sz-DVSss)÷TQ4EM]/Tc+...
(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 motion control.

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

Next, in step E109, the throttle valve opening f
) T) A signal instructing +3 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 this actuator drive unit 39 to the throttle valve actuator 40, and the throttle valve actuator 40 drives the throttle valve 3.
Perform 1 rotation. 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 TOM3 is output from the engine 13.

In this manner, the torque output from the engine 13 is approximately equal to the torque required to maintain the vehicle speed constant, with the actual vehicle speed immediately after the accelerator pedal 17 released as the target vehicle speed, as described above. Then, steps E104 to E described above.
109, immediately after the accelerator pedal is released, the throttle 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 under the control of steps E104 to E109 described above is performed in step C121 and step 012 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 advances to step E101, the contact point of the accelerator switch 18 was in the ON state in the previous control cycle, so the step E1
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
Proceed from IIO to step E128, select 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.

The case where the changeover switch 46 is not operated will be explained in step F101 of FIG.

Whether or not the contact of the changeover switch 46 is in the ON state is determined based on the contact information input in step AlO3 of FIG. 8(i), and if the changeover switch 46 is not operated, this Since the contact of the changeover switch 46 is not in the ON state, the process advances to step F111.

In step F111, the value of flag I is set to O, and the process proceeds to step F112. Note that this flag I 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 I is set to O.

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

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

Then, in step E132, it is determined whether or not this is the first control cycle after the contact of the changeover switch 46 is turned on, depending on whether the value of the flag I6 is 1 or not. If the changeover switch 46 is not operated, the contact is not in the ON state and the value of the flag is 0.

Proceeding to step E133, target vehicle speed control is performed.

This target vehicle speed control is carried out by the driving state specifying section 3 as described above.
When constant speed driving is specified, control is performed to bring the vehicle speed closer to the target vehicle speed, and control is performed to change the set value of the target vehicle speed by the target vehicle speed change switch 46, and steps J101 to J101 in FIG. This is mainly performed by the constant vehicle speed control section 8 of the control section 25 according to the flowchart of J116.

In other words, in this target vehicle speed control, first, step J1
01, it is determined whether the value of the flag I6 is 1, but the value of the flag I6 is
When the vehicle travel state is shifted to the auto cruise mode control by releasing the depression of the accelerator pedal 27, the value becomes 1 in step C128 in FIG. becomes 1 in step E108 of FIG. Therefore, if the process proceeds to step J101 without operating the acceleration switch 45 and the changeover switch 46 after the vehicle enters the driving state by auto cruise mode control, the judgment in step J101 will lead to step J10.
Proceed to step 2.

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. flag, if the value of □ is 1, step J
The process proceeds to step 103, where necessary control is performed to open and close the throttle valve 31, and if the value of the flag I11 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 ■1□ is 1, the actual vehicle speed 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 VA.

This provisional setting of the target vehicle speed S 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 setting value is.

It is updated every control cycle corresponding to the opening/closing timing until the vehicle speed becomes almost constant.

Next, in step J104, the 10th
By controlling steps 0141 to C143 in the figure, D V
A, S or D V A1. . It is determined whether the absolute value of the actual acceleration DVA for which the value of is specified is I DVA l <Kα with respect to a preset reference value α. As a result of the target vehicle speed control causing the vehicle speed to become almost constant and the acceleration of the vehicle to decrease, in step J104,
If it is determined that l DVA I <Kα, the flag 1.1 is set in step J108. After setting the value to 0, the process proceeds to step J109. Also, since the vehicle speed is not approximately constant, the acceleration of the vehicle does not decrease, and the process proceeds to step J104.
If it is determined that IDVAI<Kα is not satisfied, the process advances to step J105.

In step J105, it is determined whether the vehicle is currently in an acceleration state or a deceleration state, depending on whether the actual acceleration DVA is a positive value. If the actual acceleration DVA is a positive value, since the vehicle is in an acceleration state, the process proceeds to step J107 and the actual acceleration DV is
A value obtained by subtracting a preset correction amount ΔDv2 from A is set as the target acceleration DVS. On the other hand, if the actual acceleration DVA is a negative value, since the vehicle is in a deceleration state, the process proceeds to step J106 and the actual acceleration DVA is set to a constant speed running state.
The value obtained by adding the above correction amount ΔDV to VA is the target acceleration DV.
Let it be S. As a result, the target vehicle speed control in the current control cycle is ended, and the process proceeds to step E123 in FIG. 12.

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

Then, in step J104 of FIG.
If it is determined that I<Kα, the process proceeds to step J109 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 J11 described below.
This is the target vehicle speed in the control for constant vehicle speed running in step 6.

Further, in the control cycle following the control cycle in which the process proceeds to step JIO9 via step J108, auto cruise mode control is continued. Then, as long as the acceleration switch 45 and the changeover switch 46 are not operated, the value of the flag remains O, so that the control proceeds directly to step J109 based on the determination at step J101.

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 vS, the process proceeds to step J113.

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

In step J111, it is determined whether the target vehicle speed change switch 48 is rotated in the (-) direction in FIG. If it is determined that the (-) side contact is in the ON state,
The process proceeds to step J112, where a value obtained by subtracting the correction amount VT from the target vehicle speed vS in the previous control cycle is set as a new target vehicle speed vS, and then the process proceeds to step J113.

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

Through such control in steps J109 to J112, the target vehicle speed VS is changed by the target vehicle speed change switch 48, and if the (+) side contact of the target vehicle speed change switch 48 continues to be in the ON state, step J is performed every control cycle.
The target vehicle speed VS increases under the control of the IIO. Also,
If 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, to step J109.
If the target vehicle speed change switch 48 is not operated at all after proceeding to step J103, the target vehicle speed vS set in step J103 becomes the target vehicle speed in each subsequent control cycle.

The above-mentioned changes in the target vehicle speed ■S by the control in steps 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 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 running at a constant speed.

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

In step J114, since the vehicle speed is already almost 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). The three types of actual acceleration DVA, , DVA, , and D
VA...

Of these, as mentioned above, the most stable actual acceleration DvA
, 5°.

Next, in step J115, the difference VS-VA between the target vehicle speed vS calculated in step J113 and the actual vehicle speed VA is calculated.
The target acceleration DvS4 corresponding to is determined by control performed according to the flowchart of steps M101 to M106 in FIG. Then, in step J116, the target acceleration DVS is substituted as the value of the target acceleration DvS 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 unit 8 of the control unit 25 according to the flowchart shown in FIG. 18, as described above, but in the first step M101, the determination of the target acceleration DvS4 is
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, in step J114 of FIG. 16, the value is DVS,...
. The value obtained by subtracting the actual acceleration DVA specified as (that is, DV
S, -DVA) is calculated as the acceleration difference DvX. Then, in the first step M104, the acceleration difference DVX is determined as DVX<DVMAX with respect to the acceleration tolerance DVMAX.
It is determined whether or not.

If it is determined in step M104 that DVX<DVMAXI', the process advances to step M105 and the target acceleration Dv
The target acceleration DVS is specified as S4. Also, DV
If it is determined that X<DVMAX is not satisfied, step M
Proceed to step 106 and set the target acceleration DVS4 as the actual acceleration D.
Specify a value that is the sum of VA and the acceleration tolerance DVMAX.

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

In this way, after the target acceleration DVS4 whose value was determined by the control in steps MIOI to M106 is substituted for the target acceleration DVS in step J116 of FIG. 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).

TOM, = [((11-r/g) ・ks+ki
) ・(DVS-DVA)+To-TEM] / 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 01 in FIG.
It becomes the value specified by the control of 41 to C143. Also, DVA in equation (5) is equal to step J116 in FIG.
If the process advances to step E123, the D V A specified in step J114 in FIG. 16 becomes 6.
Next, when the process proceeds to step E124, the target torque TOM calculated in step E123 and the engine speed NE detected by the engine speed detection unit 21 and manually inputted in step AlO3 of FIG. 8(i) are combined. The corresponding throttle valve opening degree 0TIIz is determined from 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 each of the constant vehicle speed control section 8, acceleration control section 9, and deceleration control section 10 of the control section 25, and as described above, When the process advances from E133 to step E123, the constant vehicle speed control section performs control according to steps E123 and E124, and the throttle valve opening degree θTHz is set.

Next, in step E125, it is determined whether the value of the flag I is 1 or not. If it is determined that I = 1, the current control cycle corresponds to the timing for opening and closing the throttle valve 31, so step E12 is performed.
Proceed to step 6, and if it is determined that ■, □ = 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/closing the throttle valve 31. .

If the process proceeds to step E126, the throttle valve opening θT)lz determined in step E124 is reached.
The throttle valve 31 is rotated in the same manner as in step E109, and a torque approximately equal to the target torque TOM is output from the engine 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 value of the flag Ixz is set to 1 in the first step E127, and the auto cruise mode control in the current control cycle is ended.

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

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

Therefore, after the pedal is released, the acceleration switch 45
and when the changeover switch 46 is not operated, 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 has decreased below the standard value.

It will look like this:

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

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

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 is shifted to the driving state by auto cruise mode control and the vehicle speed becomes approximately constant by the above-mentioned control, the acceleration switch 45 is operated.

When switching to any of the positions (5) to group in FIG. 6, step E101 in FIG.
Proceeding to IO, 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 E111 based on the judgment here and flag 1. The value of flag I is set to 1, the value of flag I5 is set to 0 in the next step E112, and the value of flag I is set to 0 in the fifth step E113, and then the process proceeds to step E114. In addition, this flag.

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

In step E114, it is determined whether the position of the acceleration switch 45 is the opening 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 the positions are the same, the process proceeds to step E115, and if it is determined that the positions are not the same, the process proceeds 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 I4
Let the value of be 1. Then, in the first step E117, the value of the flag 3 is set to O, and then the process advances 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 □2 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 to the value shown in FIG. 8(i). DvAl input with AlO3 is adopted. Then, the process advances to step E120.

This step E120 is the setting of the target vehicle speed vS which is the target value of the vehicle speed after acceleration in the target vehicle speed setting unit 6 of the control unit 25, and the value of this vS is determined by the vehicle speed/acceleration detected in the current control cycle. The sum of the actual vehicle speed VA detected by the unit 24 and input to the control unit 25 [see step AlO3 in FIG. 8(i)] and the preset correction amount V is then proceeded to step E121. The target acceleration setting unit 4 of the control unit 25 performs acceleration switch control according to the flowchart of steps 0101 to G105 shown in FIG. , or the value of the target acceleration DVS2 is set corresponding to each position of the mark.

That is, step G101 and step G in FIG.
103, the position of the acceleration switch 45 is set to
It is determined which position of al is located, 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
, the position of the acceleration switch 45 is (5) in FIG.
If it is determined that the current position is at the old position, the process proceeds to step G102, where the target acceleration D is set to a preset value DVSb corresponding to the old position.
Assign to vSt.

If it is determined in step G101 that the acceleration switch 45 is not in the position (3) above, the process proceeds to step 6103, where it is determined whether or not the acceleration switch 45 is in the position (x) in FIG. make a judgment. If it is determined that the acceleration switch 45 is in the 1st position, the process proceeds to step G104, where a preset value DVSc corresponding to the 2nd position is substituted into the target acceleration DVS.

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. Note that it can be determined that the acceleration switch 45 is in the group position here because the position of the acceleration switch 45 is determined by the mouth in step E114 of FIG. This is because it has already been determined that this is not the case.

As described above, the value of the target acceleration DVS corresponding to the position of the acceleration switch 45 is set, but the target acceleration DVS is determined by the driving state specifying unit 3 of the control unit 25 when acceleration driving is specified. Since this is the target value of the vehicle acceleration that becomes constant after starting the vehicle acceleration, three types of vehicle acceleration fIA (DVSb, DVS
c and DVSd) are selected. Like this VSb
, DVSc and DVSd (7) values are DVSb<DV
When Se<DVSd, DVSb accelerates slowly, DV
Sc has a value corresponding to medium acceleration, and DVSd has a value corresponding to sudden acceleration.

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

As described above, this acceleration control is a control that is performed in accordance with the position of the acceleration switch 45 when accelerated driving is specified by the driving state specifying unit 3 of the control unit 25, and is a control that is performed in accordance with the position of the acceleration switch 45. Everyone in setting section 4! (mouth, times or (
a]) up to the target acceleration DVS set corresponding to
By smoothly increasing the acceleration of the vehicle and driving at such an accelerated speed, when the vehicle speed reaches the target vehicle speed U set by the target vehicle speed setting section 6 and the target vehicle speed change control section 6a of the control section 25. Smoothes changes in acceleration.

Such acceleration control is performed in steps LL01 to LL01 in FIG.
This is carried out according to the flowchart shown at 120.

That is, in the first step L101, it is determined whether or not VA>K, with respect to the actual vehicle speed ■A input in step AlO3 of FIG. 8(i) being a preset reference value. Ru. If it is determined that VA>K, the process proceeds directly to step L104, and if it is determined that VA>K is not the case, the process proceeds to step L104 via steps L102 and L103.

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

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

That is, while the actual vehicle speed VA is from 0 to the reference value of 5, the sixth
The target acceleration DVSAC increases in response to an increase in the actual vehicle speed VA for each of the old to group positions of the acceleration switch 45 shown in the figure, and when the actual vehicle speed VA reaches the reference value of 5, the value of the target acceleration DVSAC becomes equal to the value of (5) to target acceleration DVS set for each position of the group by the acceleration switch control in step E121 of FIG. 12 (see FIG. 14).

Next, when the process proceeds to step L103, the value of the target acceleration DVS 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 the target acceleration DVS remains the value set by the acceleration switch control, and the vehicle speed is higher than the reference value Ks, as it is immediately after starting.
In the following cases, the target acceleration DV increases in response to an increase in vehicle speed, and a value smaller than the value set by switch control is the target acceleration DV.
The value of S.

Then, in step L104, the value of the flag 111 is 1.
It is determined whether or not. This flag 1 is because the value is 1, as mentioned above.

This indicates that the current control cycle corresponds to the timing for opening and closing the throttle valve 31 (that is, it is the throttle valve opening and closing timing cycle). Step L1
If it is determined in step 04 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 values of the flags T and xx are 1, the current control cycle corresponds to the opening/closing timing, and the process proceeds to step L105, where acceleration control is continued.

In step L105, it is determined whether the value of the flag is 1 or not. The flag is executed in step LIO8 or step L, which will be described later, in the previous control cycle.
A value of 1 indicates that control 11o has been performed. When the process first proceeds to step L105 after switching the acceleration switch 45, the value of flag is set to O in step E113 of FIG. 12 as described above, so the value of flag is set to 1 in step L105. It is determined that this is not the case, and the process proceeds to step L106.
Proceed to.

In step L106, the flag 11□ is set to O, and L1
Proceed to 07. Note that this flag I13 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 DVS set by the acceleration switch control are not in the relationship of DVS - DvS2. This is indicated by a value of 1.

In the next step L107, the value of the flag I 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 DVA6 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 DVS2 set in this way are set such that DVS<DVS
It is determined whether or not there is a relationship between .

There is not much difference between actual acceleration DVA and target acceleration DvS2, and these target acceleration DVS1 and target acceleration DvS2
If it is determined that there is no relationship between DVS and <DVS2 (7), the process proceeds to step L113, where the value of flag □ is set to 1, and then the process proceeds to step L14.

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

As mentioned above, the current control cycle is a control cycle in which the acceleration switch 45 is switched to any of the positions (5) to group in FIG. If the acceleration switch 45 is not switched after the cycle and acceleration control is continued, the value of the flag ■ is 1 in step L107 of the current control cycle, so in the next control cycle and after, Based on the determination in step L105, the process advances to step L109.

In this step L109, it is determined whether or not the value of flag E□ is 1. However, if the control cycle up to one cycle before proceeds from step L111 to step L113 and the value of flag I13 is set to 1, then , step L10
9, the process advances to step L114. If step L111 has never proceeded to step L113 in the previous control cycle, Ii3 is not 1, so the process proceeds to step L110.

In this step S11o, the value obtained by adding the correction amount ΔDV to the value of the target acceleration DVS□ up to the previous control cycle is specified as a new target acceleration DVS1, and the process proceeds to step L111.

Therefore, the value of the target acceleration DVS is set at step L1
Until the value of flag I is determined to be 1 in 09,
By repeatedly proceeding to step L110, the number increases as one hour passes.

Then, in step L111, DVS□<DVS
When the target acceleration DVS1 increases until it is determined that , is not, the process proceeds from step L111 to step L113, and the value of flag 1 is set to 1 as described above. The process then proceeds to step Ll14, and the value of the target acceleration DVS no longer increases.

Further, until it is determined in step Lllll that DVS□<DVS2, the target acceleration DVS□ whose value increases as described above is specified as the value of the target acceleration DVS in step L112.
If it is determined that DVS is not <DVS2, the process proceeds to step L114 as described above from the control cycle in which this determination is made, so that DVS=DVS□
(7) The designation will no longer be made.

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

This map #MDVS3 is as described above.

This is for finding 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.

Next, when the process proceeds to step L116, the target acceleration DVS,
It is determined whether or not there is a relationship between the target acceleration DVS and the DVS2<DVS3. Here, DVS2<DV
If it is determined that there is a relationship S□, step L11
Proceed to step 7 and set the target acceleration D as the value of the target acceleration DVS.
Specify vS2 and end acceleration control. Further, in step L116, if it is determined that there is no relationship of DVS, <DVS, the process proceeds to step L118, and the control unit 2
The arrival detection unit 11 of No. 5 determines the absolute value l of the difference VS−VA.
A determination is made as to whether VS-VA1 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
K (at step E120 in Figure 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 DVS determined according to the map #MDVS3 has a larger value than the target acceleration DVS.

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
is almost equal to □.

Therefore, in step L116, DVS2<DV
S, and the process advances to step L117.

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

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

If it is determined that IVs-VAI<K, then it is assumed that the vehicle speed or the target vehicle speed has been reached, and after passing through step L120, In step L119, the target acceleration DVS is designated as the value of the target acceleration DVS, and the acceleration control is ended.

Therefore, the target acceleration DVS is the target acceleration DVS,
In a subsequent control cycle after the acceleration becomes smaller, target acceleration DVS3 is designated as the value of target acceleration DVS. The target acceleration DVS is the target value of acceleration during accelerated driving, so after the target acceleration 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, it is determined in step L1181' that IVs-VA l <K4, 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 value of the flag I4 is set to 0 by the driving state switching section 12 of the control section 25. In addition, this flag. As described above, the value O indicates that the driving state designation section 3 should specify constant speed driving.

As described above, when the acceleration control in step E122 of FIG. 12 is completed, the process proceeds to step E123, and as described above, the target torque TOM2 of the engine 13 necessary to make the acceleration of the vehicle equal to the target acceleration DVS is calculated by the above equation (5).

Furthermore, in the next step E124, the throttle valve opening θT is set such that the target torque TOM2 can be obtained from the engine 13.
Hz is determined and the process proceeds to step E125. Note that the control unit 2
If the designation of the driving state designation unit 3 in No. 5 is accelerated driving, the control in steps E123 and E124 is performed by the acceleration control unit 9 of the control unit 25 as described above.

Step E12'2 to step E123. E124
The process then proceeds to step E125 when it is determined in step L104 of FIG. 17 that the value of flag I11 is 1. Therefore, in step E125, it is determined that E = 1, and the process proceeds to step E126, where the throttle valve 31 is adjusted to the throttle valve opening θ as described above.
Drive to the position of TH2.

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

By driving the throttle valve 31 in this way.

As described above, since a torque approximately equal to the target torque TOM2 is output from the engine 13, the vehicle accelerates at an acceleration approximately equal to the target acceleration DVS.

By switching the acceleration switch 45 to the old to group positions in FIG. 6, steps E110 to E114 as described above
One control cycle that proceeds to step E116 is performed, but after this, if neither the acceleration switch 45 nor the changeover switch 46 is operated, auto cruise mode control will continue to be performed from this next control cycle onward. . In this case, first in step E101 of FIG. 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 the changeover switch control related to the changeover switch 46 is performed as described above in FIG. This is carried out according to the flowchart shown in steps F101 to F121.

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

Furthermore, in the next step F112, the value of the flag (1)6 is set to 0, and the changeover switch control in the current control cycle is ended.

As mentioned above, the flag 5 indicates that the contact of the changeover switch 46 was in the ON state in the previous control cycle by having a value of 1, and the flag I is A value of 1 indicates that this is the first control cycle after the contact of the changeover switch 46 is turned on.

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 indicates that the driving state designation unit 3 of the control unit 25 should specify constant speed driving.
As shown by the value being 0, in the first control cycle after switching the acceleration switch 45 to any of the positions 1 to 3 in FIG.
Since the value of flag is set to 1, the determination in step E129 is affirmative and the process proceeds to step E130 while the vehicle is accelerating.

Also, as mentioned above, the vehicle is accelerated.

When the traveling speed reaches the target vehicle speed VS, the traveling state switching section 12 of the control section 25 sets the value of the flag I4 to O in step L120 of FIG. This allows step E
If the determination at step E129 is negative, the process proceeds to step E132. At this time, the designation of the driving state designation section 3 of the control section 25 is switched to constant speed travel.

On the other hand, when the process advances from step E129 to step E130, it is determined in step E130 whether or not the position of the acceleration switch 45 is the mouth 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 0101 to G105 in FIG.
2 settings are made.

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

As mentioned earlier, steps L101-L1 in FIG.
20, mainly the control unit 2.
This is performed by the acceleration control section 9 of No. 5, and sets the target acceleration DVS when the vehicle is running at an accelerated speed. If this target acceleration is set when the current control cycle corresponds to the timing to open and close the throttle valve 31, the throttle valve 31 will be opened and closed as described above according to steps E123 to E127, and the vehicle will move toward the target acceleration. The vehicle accelerates at an acceleration approximately equal to the acceleration DVS.

When the traveling speed reaches the target vehicle speed vS due to acceleration of the vehicle, the traveling state specifying section 3 of the control section 25
The designation changes to constant speed driving.

The process advances from step E129 to step E132.

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

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

In other words, the value of the flag I8 is set to 0 in the first control cycle after switching the acceleration switch 45 (12th
(See step E117 in the figure) Therefore, in step J101, it is determined that {circle around (2)} is not equal to 1, and unless the acceleration switch 45 or changeover switch 46 is 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, after the vehicle is accelerated by switching the acceleration switch 45 to any of the positions from the same group to the group shown in FIG. As a result, the traveling speed of the vehicle is maintained constant.

As described above, the acceleration switch 45 is switched, the driving state specifying unit 3 of the control unit 25 specifies accelerated driving, and the target acceleration D specified by the acceleration control in step E122 is set.
When accelerating the vehicle with VS, the target acceleration D
Changes in VS and running speed are shown in FIG. 27(i), for example.
(if). 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 (iU), the vehicle is initially running at a constant speed V,
At a certain time t0, the acceleration switch 45 is switched to one of the positions from 1 to 2.

Accelerated driving is specified. Then, step L in FIG.
Acceleration is started with the target acceleration set in step 108. At this time, the target acceleration DvS1 set in step L110 in FIG. 17 for each control cycle corresponding to the opening/closing timing of the throttle valve 31 becomes the target acceleration DVS during accelerated driving. ), the target acceleration D
VS is increasing.

On the other hand, as the target acceleration DVS increases, the traveling speed of the vehicle starts to increase smoothly from time t0.

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

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

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

As shown in FIG. 23, this target acceleration DvS3 decreases in response to a decrease in the difference VS-VA between the target vehicle speed VS and the actual vehicle speed VA. The acceleration 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, after 1 time t, the controller 2 determines that the difference between the traveling speed and the target vehicle speed vS is smaller than the reference value by 4.
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 (11), the traveling speed smoothly approaches the target vehicle speed vS, becomes almost equal to the target vehicle speed vS at time t, and after this time t, the traveling speed smoothly approaches the target vehicle speed vS. 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 t1, and after time t, 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 marked with the same mark in FIG. 6 and the changeover switch 46 is not operated. While the process is still being performed, selector switch 4
The case where 6 is operated will be explained.

When the selector switch 46 is pulled toward the front side in FIG. 6 to turn it on, the process proceeds from step E101 to step EllO shown in FIG. 12 in the same manner as in the previous case. Since the position of the acceleration switch 45 has not changed since the previous control cycle, the answer at step EIIO is negative and the process proceeds to step E128. In step E128, as described above, changeover switch control is performed according to the 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 flag I is set to 1, and in the next step F103, it is determined whether the value of flag I is 1 or not. Note that, as described above, the value of the flag I is 1, which indicates that the contact of the changeover switch 46 was in the ON state in the previous control cycle.

If the process proceeds to step F103 in the first control cycle after the contact of the changeover switch 46 is turned ON, the value of the flag I is set to O in step F111 of the control cycle before the contact of the changeover switch 46 is turned ON. Therefore, the process proceeds to step F104 based on the determination in step F103. After setting the value of the flag I5 to 1 in step F104, the process advances to step F105.

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

The value of is set to 1. Therefore, based on the determination in step F103, the process advances to step F113.

As mentioned above, from step F104 to step F105
When proceeding to step 1, flag 6 is set to 1. In addition.

As described above, 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 the next step F106, the value of the flag Ill is set to 0, and the process proceeds to step F107. As mentioned above, the flag □ is that the opening and closing of the throttle valve 31 has not yet been performed in the control cycle corresponding to the first opening and closing timing of the throttle valve 31 after starting auto cruise mode control in each control cycle; Alternatively, although this opening/closing has already been performed, in auto cruise mode control, the opening/closing of the throttle valve 31 that occurs first after the designation of the driving state designating section 3 of the control section 25 is changed by operating the acceleration switch 45 or the changeover switch 46. A value of O indicates that opening and closing have not yet been performed in the control cycle corresponding to the timing.

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 D V As input in step AlO3 in FIG. 8(i).

In the next step F108, it is determined whether the value of the flag (2) is 1 or not. In addition, this flag ■,
The value O indicates that constant speed driving should be specified by the driving state designation section (not shown).

Here, the contact point of the changeover switch 46 is in the ON state while the vehicle specified by the changeover of the acceleration switch 45 is still in the ON state, so the contact point is in the ON state in this control cycle. After the value of flag I4 is set to 1 in step E116 of FIG. 12, it is determined that it has not changed and that =1, and the process proceeds to step F109.

In step F109, the running state switching unit 12 of the control unit 25
sets the value of the flag ■ to O 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(iv) is input, and the changeover switch control in the current control cycle is ended.

When the changeover switch control in step E128 of 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 I is 1 or not, flag I4 is set to Since the value is set to 0 in step F109 of FIG. 13, it is determined that I is not equal to 1, and the process proceeds to step E132, where the designation of the driving state designation unit 3 of the control unit 25 is switched to constant speed driving.

In step E132, it is determined whether or not the value of flag I6 is 1. Since the value of flag I6 was set to 1 in step F105 of FIG. .

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 (E105 to E1
09) Now, the current control cycle is the throttle valve 31.
Regardless of whether the opening/closing timing corresponds to the opening/closing timing, the throttle valve 31 is rotated until the throttle valve opening degree at which it is estimated that the vehicle can travel at a constant speed is set using the actual vehicle speed VA at the time of switching by the changeover switch 46 as the target vehicle speed. movement is carried out. As a result, the engine 13 outputs a torque substantially equal to the desired torque (the magnitude required for running at a constant speed), and the running state of the vehicle begins to change from accelerated running to constant speed running.

In the first control cycle after the contact of the changeover switch 46 is turned ON, the control described above is performed, but in the next control cycle and thereafter, the auto cruise mode control is continued and the acceleration switch 45 is not operated. If not, step E101 and step E110 in FIG. 12 are performed in the same manner as in the above case.
The process advances to step 128, where changeover switch control is performed.

As described above, this changeover switch control is also performed according to the flowchart shown in steps F101 to F121 in FIG.
If you proceed to step 2, here it is.

The contact of the changeover switch 46 continues to be in the ON state, and since the value of flag remains 1 in step F104 of the first control cycle after this contact is in the ON state, the value of flag 5 remains at 1 in step F103. Depending on whether the value of is 1 or not, the process advances to step F113.

In step F113, it is determined whether the value of the flag is 1 or not. Since the value of the flag I4 was set to 0 in step F109 of the first control cycle after the contact of the changeover switch 46 was turned on, it is determined that the flag I4 is not equal to 1, and the process proceeds to step F112. And step F
At step 112, the value of the flag I6 is set to O, and the changeover switch control in the current control cycle is ended.

On the other hand, when the process advances from step F101 to step F111, the value of flag I is set to O in step F111.
After that, in step F112, the value of the flag is set to O, and the changeover switch control in the current control cycle is ended.

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

Next, after the changeover switch control is completed, step E in FIG.
Proceeding to step 129, it is determined whether the value of flag I4 is 1, but as mentioned above, the value of flag I4 remains 0 in step F109 of FIG. 13, so step E129 is executed. Depending on the judgment, proceed to step E132,
The designation of the driving state designation unit 3 of the control unit 25 remains constant speed driving.

In step E132, it is determined whether the value of flag I is 1 or not. Here, as mentioned above, flague,
Since the value of is set to 0 in step Fi12 of FIG. 13, the process proceeds from step E132 to step E133, where target vehicle speed control is performed.

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

In the first step J101, it is determined whether the value of the flag is 1 or not. This flag 1. The value O indicates that the vehicle is running at a substantially constant speed due to auto cruise mode control. Here, the flag■. As mentioned above, the value of
In the first control cycle after the contact point of the changeover switch 46 is turned on, it is set to 1 when proceeding from step E132 to step E105 to step E106 in FIG. move on.

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

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

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

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

Then, in step J104 of FIG. 16, if it is determined that the absolute value I DVA l of the actual acceleration DVA is smaller than the preset reference value α, a flag is raised in step J108. After setting the value to O, steps J109 to J11
Control is performed according to 6.

Similar to the control in steps J101 to J107, the control according to steps 5109 to J116 is also 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
Since the value of flag I8 is set to O in step J108 in the control cycle following the control cycle in which determination 4 was made, the process advances from step J101 to step JIO9, 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 continuously is set, and the "target vehicle speed change switch 48" is set.
When the vehicle speed is switched to the (+) side or the (-) side in FIG. 6, 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 of the changeover switch 46 is turned on while the vehicle is accelerating, the designation of the driving state specifying section 3 of the control section 25 changes to constant speed driving, and this switching is performed. The actual vehicle speed VAx when the vehicle is running at a constant speed becomes the target vehicle speed when the vehicle is traveling at a constant speed.

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

Next, when the acceleration switch 45 is in one of the positions from ■ to group in FIG. A case will be described in which the operating portion 18a of the cruise switch 18 is pulled toward the front to turn the contact of the changeover switch 46 into the ON state.

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

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

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

That is, first, in step F101, FIG.
Based on the contact information input in step 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 is set to 1, and the process proceeds to step F103, where it is determined whether the value of flag is 1. In the previous control cycle, the acceleration switch 45 and the switching Auto cruise mode control is being performed with neither switch 46 operated, and the value of flag is set to O in step F111. Therefore, in the first control cycle after the contact point of the changeover switch 46 is turned ON, step F10 is
Proceed to step F104.

After setting the value of flag 5 to 1, the process proceeds to step 105.

Note that in the first and subsequent control cycles, if the contact of the changeover switch 46 is in the ON state 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. flag I5 in step F104 of the first control cycle after
Since the value of is set to 1, the process proceeds to step F113 based on the determination in step F103.

Next, when proceeding from step F103 to step F105 via step F104, 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.
, Z are set to 0, and then the process proceeds 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, priority is given to high followability to the actual acceleration value, and the value of the actual acceleration DVA is set to DVA input in step AlO3 of FIG. 8(i).

In the next step F108, it is determined whether the value of the flag I4 is 1 or not.

Here, after switching the acceleration switch 45 to accelerate the vehicle, if the traveling speed reaches the target vehicle speed as described above and becomes a constant speed traveling state, the value of the flag I4 is changed as shown in FIG. It is set to 0 in step L120.

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 the flag ■ is set to 0 in step E102 of FIG. Further, when the auto cruise mode control is performed by releasing the brake pedal 28 and the vehicle is running at a constant speed.

The value of flag is set to O in step C145 of FIG.

Furthermore, when the vehicle is running at a constant speed by turning on the contact of the changeover switch 46, the value of the flag is set to 0 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 I4 is set to 1, and in the next step F118, the value of flag T is set to O. 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 from old to group in FIG. 6, the process proceeds to step F121 based on the determination in step F117, and the designation by the driving state designation unit 3 of the control unit 25 switches 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 obtained by adding the actual vehicle speed VA input in step E120 to the preset correction amount V, which is the same as that used in step E120 in FIG. is set as the target vehicle speed VS.

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

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

If the changeover switch ff1l control in step E128 in FIG. 12 is performed as described above, then step E129
The process proceeds to step F1 in FIG. 13, and it is determined whether the value of flag I4 is 1 or not.
Since the value is set to 1 in step E17, the process proceeds to step E130 based on the determination in step E129.

In step E130, the acceleration switch 45 is in the sixth position.
Whether or not it is located at the mouth 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 the position is not in position 4, 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 then the process proceeds to step E122, where acceleration control is mainly performed by the acceleration control section 9 of the control section 25.

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

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

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

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 occur when the acceleration control is completed.
7, the throttle valve 31 is opened and closed in the manner described above, and acceleration of the vehicle is started at an acceleration approximately equal to the target acceleration DVS.

In addition, if this control cycle does not correspond to the opening/closing timing, setting of the target acceleration DVS by acceleration control in this control cycle and steps E123 to E127
The 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.
10, the process proceeds to step F101 in FIG. 13, where it is determined whether the contact of the changeover switch 46 is in the ON state.

Further, when the contact of the changeover switch 46 is kept in the ON state continuously from the previous control cycle.

Based on the determination in step FIOI, the process advances 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, turn the contact of the changeover switch 46 to
If it is in the FF state, the process proceeds to step Fi11 based on the determination at step FIOI.

When proceeding from step F101 to step F102, after setting the value of flag I to 1 in step F102,
Proceed to step F103, and in step F103 flag I
It is determined whether the value of , is 1 or not. As mentioned before, the value of the flag ■ is set when the contact of the changeover switch 46 is turned ON.
Step F104 of the first control cycle as a state
1, and the contact remains in the ON state, so the step F11 is determined by the judgment in step F101.
Proceed to step 3.

In step F113, it is determined whether or not the value of the flag I4 is 1. Since the value of the flag ■ is set to 1 in step F117 of this control cycle, the determination in step F113 causes the process to proceed to step F114. move on.

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

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

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 point of the changeover switch 46 is turned on, the value obtained by adding 1 to the correction amount V preset to the actual vehicle speed VA in the first control cycle is designated as the target vehicle speed vS during acceleration. When the changeover switch 46 continues to be in the ON state, the target vehicle speed vS decreases by a preset correction amount VTyu for each control cycle as the duration of this continuation increases.
increases. In other words, VS=VA+VT, +VK.

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

If the contact point of the changeover switch 46 is not in the ON state in the current control cycle and the process advances to step F111 based on the determination in step F101, this step F11
1, set the value of flag to 0, and step F112
Proceed to. In step F112, the value of the flag is set to O as described above, and the changeover switch control in the current control cycle is ended.

The changeover switch control is completed as described above, and the process then proceeds to step E129 in FIG.
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 at the mouth position in FIG. here,
Since the acceleration switch 45 is located at the same mark position in the same figure,
The process advances from step E130 to step E121.

The control in step E121 and subsequent steps E122 to E127 is the same as the control performed after the second control cycle after switching the acceleration switch 45, as described above.

That is, in the acceleration switch control of step E121, since the position of the acceleration switch 45 is not changed, the changeover switch 4
The value set in the first control cycle after turning on the contact No. 6 is subsequently set as the target acceleration DvS2 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 vehicle speed. When reaching vS, the target acceleration DVS is set so that the acceleration is gradually decreased before reaching the target vehicle speed VS.

Furthermore, at this time, if the actual vehicle speed VA is lower than the preset reference value, 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 speed of the vehicle becomes almost equal to the target vehicle speed vS due to acceleration, the acceleration switch 45
Similarly to when the acceleration control is performed by switching the flag I4, the value of the flag I4 is set to 0 in the acceleration control of step E122. Therefore, from the next control cycle onward, steps E129 to E132 are followed by step E1.
Proceeding to step 33, the vehicle is driven at a constant speed under target vehicle speed control in which the target vehicle speed vS is set as the target vehicle speed.

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

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

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

As described above, when the acceleration switch 45 is switched to the position with the same mark, and when the acceleration switch 45 is in the positions (6) to 3, the contact of the changeover switch 46 is As described above, when the acceleration switch 45 is switched to the open position, and when the acceleration switch 45 is in the hard position, the operation part 18a is pulled toward the front side and the changeover switch 46 is turned on. The following describes the case where the contact is turned on.

By switching the acceleration switch 45 to the same position as shown in FIG. 6, or when the acceleration switch 45 is in the old position and the vehicle is running at a constant speed, the contact of the changeover switch 46 is turned ON. The acceleration driving state of the vehicle is specified by . If the acceleration switch 45 is switched to position (5) while the vehicle is accelerating,
Since the accelerator pedal 27 was not depressed in the previous control cycle, at step E101 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 ElfO.

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

This step E111 and the following step E11
In steps 2 to E113, the value of flag I3 is set to 1, and the values of flag I and flag 2 are set to 0, as described above. Then, in step E114, the acceleration switch 4
5 are in the same position or not is determined 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 O, and then proceed to step E.
Proceed to step 104.

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

With this control, the current control cycle is
1. Actual vehicle speed VA immediately after switching the acceleration switch 45 to the open position, regardless of whether it corresponds to the opening/closing timing.
The vehicle is controlled to travel at a constant speed with x 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 running the vehicle at a constant speed. As a result, almost the desired amount of 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 open position, the above-described control is performed, and the auto-cruise mode control continues from the next control cycle onwards. If the acceleration switch 45 is held in the position of 0 and the changeover switch 46 is not operated, the process proceeds from step E101 to step E110 in FIG. 12 in the same way as in the case described above, and the acceleration switch It is determined whether the position of has changed from the previous control cycle.

As mentioned above, since the acceleration switch 45 is held firmly and its position has not changed since the previous control cycle, the process proceeds from step EIIO 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 F101 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, and then in step F112, the value of flag I is set to O,
The changeover switch control in the current control cycle ends.

Next, when the process advances to step E129 in FIG. 12, the flag I
A determination is made as to whether or not the value of 4 is 1, but as described above, the value of the flag 2 is set to 0 in step E115 of the first control cycle after the acceleration switch 45 is switched to the same position. Therefore, based on the determination in step E129, the process advances to step E132, and the designation of the driving state designation unit 3 of the control unit 25 is switched to constant speed driving.

In step E132, it is determined whether or not the value of flag 6 is 1. Since this flag was set to 0 in step F112 of FIG. 13, step E1
Based on the determination in step E132, the process advances to step E133, where target vehicle speed control is performed.

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

That is, in the first step J101, it is determined whether the value of flag is 1 or not.

This flag (■) indicates step E1 in FIG. 12 of the first control cycle after switching the acceleration switch 45 to the same position.
Since the value is set to 1 in 06, the process advances from step J101 to step J102.

This step J102 and the following step J10
3 to J107 are performed in steps E101 to E in FIG. 12 in the first control cycle after the accelerator pedal 27 is released.
109, and proceeds to step E133 in the subsequent control cycle, resulting in step J.
This is exactly the same as the target vehicle speed control performed according to steps 102 to 107. That is, the setting of the target acceleration VDS necessary for gradually decreasing the actual acceleration DVA is performed 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 opening and closing of the throttle valve 31 to a throttle valve opening degree that can obtain a vehicle acceleration equal to the target acceleration DVS is performed every control cycle corresponding to the timing of opening and closing. And as a result, the acceleration of the vehicle gradually decreases,
The traveling speed is the actual vehicle speed VAI 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 l of the actual acceleration DVA is
If it is determined that DVA l is smaller than the preset reference value α, the value of flag is set to O in step J108, and then the process proceeds to step J109, and this step J109 and subsequent steps JIIO-J11
Control is performed according to 6. Also, step J104
In each control cycle after the determination is made, the value of the flag I8 is set to O in step J108.

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 J101 to J11 as described above in the auto cruise mode control after the accelerator pedal 27 is released.
8, and after proceeding to step J108 due to the judgment in step J104, the control proceeds to step J108.
This is exactly the same as the control performed in accordance with 109 to Jl16.

Then, control is performed according to steps E123 to E127 in FIG. 12. As a result, the target acceleration D
The opening and closing of the throttle valve 31 to the throttle valve opening degree that yields the acceleration of the vehicle equal to VS is performed every throttle opening/closing timing ° cycle. As a result, the vehicle travels at a constant speed that substantially matches the target vehicle speed vS.

As mentioned above, switching the acceleration switch 45,
Alternatively, if the acceleration switch 45 is switched to the open position while the vehicle is accelerating by turning on the contact point of the changeover switch 46, the driving state designation section 3 of the control section 25 specifies the control to drive at a constant speed with the actual vehicle speed VA immediately after switching the acceleration switch 45, i.e., the vehicle speed when the designation of the driving state was 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 if the acceleration switch 45 is in the old position, the control unit 2
Since the designation of the running state designation section 3 of No. 5 is constant speed running, the acceleration switch 4 is not activated when the vehicle is running at a constant speed.
5 to the same position, the same control as described above is performed. In this case, since constant speed driving has already been specified before switching, constant speed driving continues at the same target vehicle speed, and no change occurs in the driving state of the vehicle.

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

In this case, when the contact of the changeover switch 46 is turned on, the step E10 in FIG.
1 to step E110, and then step E11.
If the value is 0, the acceleration switch 45 is not activated, so it is determined that the position of the acceleration switch 45 has not changed since the previous control cycle, and the process proceeds to step E128.

In this step E128, as described above, changeover switch control is performed, and first, step F in FIG.
At step 101, it is determined whether or not the contact of the changeover switch 46 is in the ON state based on the contact information input at step AlO3 of FIG. 8(i).

Now, the contacts of the changeover switch 46 are in the ON state, so
The process advances from step F101 to step F102, where the value of the flag (2) is set to 1, and in the next step F103, it is determined whether the value of the flag Is is 1 or not.

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

In step F104, the value of flag I is set to 1, in the next step F105, the value of flag I6 is set to 1, and further,
In step F106, the value of flag 2 is set to O, and the process proceeds to step F107.

In this step F107, since the current control cycle is the first control cycle after the contact of the changeover switch 46 is turned on, the driving state of the vehicle that is different from the driving state of the vehicle specified up to the previous control cycle is detected by the control unit 25. It is specified by the driving state specifying section 3. Therefore, as mentioned earlier, the value of the actual acceleration DVA is set at step AlO in FIG.
Let D V A, which is input in step 3, be used.

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

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

Further, if the transition was caused by releasing the accelerator pedal 27, the value of flag becomes 0 in step E1o2 in FIG.

Further, if the shift was caused by releasing the brake pedal 28, the value of flag 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 is set to 1,
After setting the value of flag to 0 in the next step F118,
Proceeding to step F119, step A in FIG. 8(i)
It is determined whether the acceleration switch 45 is in the same position or not based on the contact information input at lO3.

In this case, since the acceleration switch 43 is in the hard position, the process proceeds to step F120 based on the determination in step F119, and the designation of the driving state designation unit 3 of the control unit 25 is switched to deceleration driving.

In this step F120, step A in FIG. 8(i)
A value obtained by subtracting a preset correction amount V K x from the actual vehicle speed VA input in lO3 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 the process advances to step E129 in FIG. 12, it is determined whether the value of flag is 1, and the value of flag is determined as described above.

Since it is set to 1 in step F117 of FIG. 13, 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 mouth position.Since the acceleration switch 45 is currently in the hard position, step E13
0 to step E131, and this step E131
deceleration control is performed.

This deceleration control is to set a negative value target acceleration (that is, target deceleration) DVS in order to perform deceleration driving to reduce the traveling speed of the vehicle to the target vehicle speed VS. The deceleration control section 1 of the control section 25 mainly follows the flowchart shown in HIOI-HIIO.
0 and the target acceleration setting section 4.

That is, first, in step HIOI, 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. A determination is made as to whether or not it is small.

If the process proceeds to step H101 in the first control cycle after turning on the contact of the changeover switch 46, if it is 0, the target vehicle speed vS is the actual vehicle speed VA minus the correction amount VKz, as described above. Absolute value I VS-VA
l is equal to the correction amount VK2. Note that the correction amount VKz is set larger than 4 as the reference value, l VS-
VA I > K4. ! :, Natte.

The process advances to step H102.

In this step H102, the target vehicle speed vS and the actual vehicle speed V
After calculating the difference VS-VA from A, the next step H10
3, the target acceleration DVS corresponding to the difference VS-VA is read from the map #MDVS5. And the next step H
At 104, the target acceleration DVS is specified as the value of the target acceleration DVS during deceleration traveling, and the deceleration control in the current control cycle is ended.

The above map #MDVS5 is for determining the target acceleration DVS corresponding to the target deceleration during deceleration driving using the difference VS-VA as a parameter.
and target acceleration DVS have a correspondence relationship shown in FIG. Therefore, the target acceleration DvS5 is the difference VS-
As long as VA is a positive value, it will be a negative value and will essentially be a deceleration.

After setting the target acceleration DVS by deceleration control as described above, the process advances 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, in step E124, the throttle valve opening degree 0TH2 corresponding to the target torque TOM calculated in step E123 and the engine speed NE inputted in step AlO3 of FIG. 8(i) is determined.

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

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

The minimum value of the throttle valve opening θTHz in the map #MTH (not shown) corresponds to the minimum opening that is the engine idle position, and the target torque TOM is smaller than the minimum torque that can be output from the engine 13. If the value is the same, the minimum opening degree is designated as the throttle valve opening degree θTHz.

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. At the same time, the throttle valve 31 is opened and closed to the valve opening degree θT)+2.

The value of flag □2 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 the target torque TOM is output from the engine 13;
When the engine speed is smaller than the minimum 1 herk, the throttle valve 31 is held at the minimum opening that corresponds to the engine idle position, deceleration by engine braking is started, and the running state of the vehicle changes from constant speed running to decelerated running. .

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

As described above, after the contact point of the changeover switch 46 is turned ON and control is performed in the first control cycle, autocruise mode control is continued in the next control cycle and thereafter. If the acceleration switch 45 is not switched, step E101 and step E11 in FIG. 12 are performed again in the same manner as in the above case.
0, the process proceeds to step HIOI in FIG. 13, where it is determined whether the contact of the changeover switch 46 is in the ON state.

If the contacts of the changeover switch 46 are pulled from the previous control cycle and are in the ON state, step F102
If the operating portion 18a of the auto cruise switch 18 is released and the contact of the changeover switch 46 is in the OFF state, the process proceeds to step F111.

When proceeding from step F101 to step F102, as described above, when the acceleration switch 45 is in the (5) to group position and the contact point of the changeover switch 46 is turned ON to specify the accelerated driving state of the vehicle. In the same manner as when the contact continues to be in the ON state in the second and subsequent control cycles, the process proceeds from step F102 to step F114 via step F103 and step F113.

In step F114, step AlO in FIG. 8(i)
Based on the contact information input in step F11, it is determined whether the acceleration switch 45 is in the 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 subtracts the preset correction amount VT from the target vehicle speed vS in the previous control cycle (VS - VT) for the current target vehicle speed. This is set as the target vehicle speed vS in the control cycle.

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

Therefore, when the contact of the changeover switch 46 is turned on,
In the first control cycle, the value obtained by subtracting the preset correction amount VKa from the actual vehicle speed VA (V A VKZ ) is specified as the target vehicle speed VS during deceleration driving, and the contact is turned ON.
If this state continues, the target vehicle speed VS decreases by a preset correction amount VT for each control cycle as the continuation time increases.

In other words, VS=VA VT2 VKZ.

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

Since the contact of the changeover switch 46 is not in the ON state in this control cycle, steps F101 to F
If the process proceeds to step 111, the value of flag is set to 0 in step F111, and the value of flag is set to 0 in 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, Flage.

Since the value of is set to 1 in step F117 of FIG. 13, 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 the acceleration switch 45 is in the hard position shown in the figure, but since the acceleration switch 45 is in the open position, the process advances to step E131, and the aforementioned deceleration control is subsequently performed.

Note that the deceleration of the vehicle at this time is approximately equal to the absolute value of the target acceleration DVS, but if the target torque TOM calculated in step E123 becomes a value smaller than the minimum torque that can be output from the engine 13. As described above, the throttle valve 31 is closed to the minimum opening degree that corresponds to the engine idle position, so the deceleration is the maximum that can be 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 O 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, when the vehicle decelerates and the actual vehicle speed VA decreases and the absolute value IVS-VAI becomes smaller than the reference value of 4, the arrival detection section 11 of the control section 25 detects the vehicle speed. It is detected that the target vehicle speed vs.
Proceed to step 5.

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 (iv) and input in step AlO3 in FIG. 8 (i) is given priority. DVA□. Specify.

Next, when the process proceeds to step H108, as described above, the actual vehicle speed VA and the target vehicle speed VS become approximately equal, 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 DVS is used instead of the target acceleration DVSs.
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 sets the value of flag I6 to 0, and in the next step H110, the value of flag I6 is set to 0, and the deceleration control in the current control cycle is completed, and then step E12 in FIG.
Control is performed according to steps 3 to E127.

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

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 θTlta is set based on S,
When 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 θTHz. As a result, the traveling speed of the vehicle remains at a value approximately equal to the target vehicle speed vS.

As described above, steps HIO3 to HI in FIG.
Auto-cruise mode control continues to be performed in the next control cycle and subsequent control cycles according to the IO. Furthermore, if both the acceleration switch 45 and the changeover switch 46 are not operated, step E101 and step E11 in FIG.
0 and then proceeds to step F101 in FIG.

Here, since the contact point of the changeover switch 46 is already in the OFF state, as described above, the process proceeds to step F111 based on the determination in step F101, and after setting the value of flag 5 to 0, the flag , the value of 0
As a result, the changeover switch control in the current control cycle is ended.

Next, proceed to step E129 in FIG. 12.

It is determined whether or not the value of flag 4 is 1, but the value of flag 4 is determined at step H in FIG.
Since the determination in step E109 is O, the process proceeds to step E132, and the designation of the driving state designation unit 3 of the control unit 25 is switched to constant speed driving.

In step E132, it is determined whether the value of flag I is 1, but the value of flag I6 is
As described above, since it is set to O in step F112 of FIG. 13, the process proceeds from step E132 to step E133, where target vehicle speed control is performed.

This target vehicle speed control is performed in steps J101 to J in FIG.
The process is carried out according to the flowchart shown in 116, and the value of the flag determined in the first step J101 is as follows.
As described above, since the determination is O in step H110 of FIG. 15, the above-mentioned control is performed according to steps J109 to J116 in the same manner as after the transition from the accelerated running state to the constant speed running state.

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

As a result, the vehicle travels at a constant running speed approximately equal to the Memisaki vehicle speed vS.

As described above, when the acceleration switch 45 is held in a fixed position and the auto cruise mode control is performed and the vehicle is running at a constant speed, the auto cruise switch 1
When the contact point of the changeover switch 46 is turned on by pulling the operating section 18a of the control section 8 toward the front side, deceleration driving is specified by the driving state specifying section 3 of the control section 25, and the duration of the ON state of the contact point is increased. Achieved target vehicle speed V whose value decreases with
The traveling speed of the vehicle decreases until S. When the arrival detection unit 11 of the control unit 25 detects that the traveling speed has reached the target vehicle speed VS, the driving state switching unit 12 of the control unit 25 changes the designation of the driving state designation unit 3 to the constant vehicle speed. The vehicle switches to running and smoothly transitions to constant speed running with the target vehicle speed VS set as the target vehicle speed. As a result, the vehicle travels while maintaining a travel speed that is approximately equal to the target vehicle speed vS, that is, the travel speed when the designation of the travel state designation section 3 is switched to constant speed travel.

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

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

In this step FIOI, step A in FIG. 8(i)
Based on the contact information entered in lO3.

It is determined whether the contact of the changeover switch 46 is in the ON state or not. 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 O, and in the first step F103, it is determined whether the value of the flag is 1 or not.

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

Step F104 and subsequent steps F105~
In F106, the values of flag UE and flag ■6 are set to 1, and the value of flag Itz is set to O, and the next step F1 is started.
Proceed to 07. In this step F107, as described above, the contact of the changeover switch 46 is turned on.

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

In the next step F108, it is determined whether the value of the flag I4 is 1 or not, but as mentioned above, the contact of the changeover switch 46 is turned on while the vehicle is still decelerating. .

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 F110
Now, input the latest actual vehicle speed VA calculated 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 set End changeover 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 when the vehicle is accelerating. Therefore, the flag I after the changeover switch control is completed.
, and the values of the flag IG are also the same, and after completing this changeover switch control, the process proceeds to step E105 via step 129 and step E132 in FIG.
The designation of the driving state designation section 3 is switched to constant speed driving.

The control in steps E105 to E109 is exactly the same as the control performed in steps E105 to E109 in the first control cycle after releasing the accelerator pedal 27 or in the first control cycle after turning on the contact of the changeover switch 46 when the vehicle is accelerating. It is. That is, regardless of whether or not the current control cycle corresponds to the opening/closing timing of the throttle valve 31, the throttle valve is adjusted so that the vehicle runs at a constant speed with the actual vehicle speed VAr immediately after the contact of the changeover switch 46 being turned ON as the target vehicle speed. Adjust the 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. Then, when the process proceeds to step E133 via step E129 and step E132, the target vehicle speed control is performed at steps J101 to J1 in FIG.
This is carried out according to the flowchart shown in 16.

In this target vehicle speed control, first, in step J101, it is determined whether the value of flag is 1 or not. Since step E106 in FIG. 12 in the control cycle is set to O, the process advances from step J101 to step J102.

In step J102, it is determined whether the value of the flag □ is 1 or not. Note that the flag ■□1 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 Ill 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 flag 1.1 is 1, the current control cycle corresponds to the opening/closing timing, so the process advances to step J103, where target vehicle speed control is subsequently performed.

When the process proceeds to step J103, the actual vehicle speed VA input in step 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 target vehicle speed ■S is updated at every control cycle corresponding to the opening/closing timing until the traveling speed becomes almost constant, in preparation for control after the traveling speed of the vehicle becomes almost constant. .

Next, in step J104, D
It is determined whether the absolute value of the actual acceleration DVA designated as the value of VA@s or DvAi3° is smaller than a preset reference value α.

When the target vehicle speed control is performed, the traveling speed of the vehicle is almost constant, the deceleration of the vehicle is approaching O, 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.

The process proceeds to step J109 after setting the value of
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 O. Here, selector switch 4
Since the vehicle was in a decelerated running state until the contact No. 6 was turned on, the actual acceleration DVA has a negative value, and the process proceeds to step J106.

In step J106, the target acceleration DVS is set to 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 according to steps E123 to E127 in FIG. 12, and the control cycle corresponding to the opening and closing timing of the throttle valve 31 Each time, the throttle valve opening θT)It corresponding to the target acceleration DVS
The throttle valve 31 is opened and closed.

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

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

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

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

This step J109 and the following step JII
The control performed according to O-J116 is as follows.

Step 5109 when transitioning to the above-mentioned constant vehicle speed running state
This is the same as the control performed according to J116. Therefore, in the control cycle from step J104 to step J109 via step J108 to step J116, the vehicle travels at a constant speed so that the traveling speed of the vehicle matches the target vehicle speed vS whose value was set in step J103. A required target acceleration DVS is then set.

Further, when the target vehicle speed change 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 cycles after the control cycle performed by proceeding from step J104 to step J109 via step J108, the value of flag is set to 0 in step J108, so when controlling the target vehicle speed, the value of flag is set to 0. The process directly advances to step J109, where the above-described control is performed.

Therefore, as described above, when the acceleration switch 45 is in the open position, first, the contact of the changeover switch 46 is turned ON to designate the deceleration running state of the vehicle, and then this contact is turned OFF.

After this, when the contact point of the changeover switch 46 is turned ON again while the vehicle is still in the decelerated traveling state, the designation in the traveling state designation section 3 of the control section 25 is switched from decelerated traveling to constant speed traveling. , the vehicle stops decelerating and turns on the contact.
The vehicle will now travel while maintaining a traveling speed that is approximately equal to the traveling speed immediately after the state was set, that is, the traveling speed when the designation was not changed 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 and the acceleration switch 45 is switched to one of the positions marked with the same mark in FIG. When set to ON state, V
When the vehicle accelerates at an acceleration corresponding to each position of -a and reaches the target vehicle speed, the vehicle travels at a constant speed that substantially matches the target vehicle 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.

Also, when the acceleration switch 45 is switched to the fixed position while the vehicle is running at a constant speed, or when the acceleration switch 45 is in the open position, the contact of the changeover switch 46 is turned ON.
In this case, the vehicle decelerates, and when the target vehicle speed is reached, the vehicle travels at a constant speed that substantially matches the target vehicle speed. Note that when the contact point of the changeover switch 46 is in the ON state and such deceleration traveling is performed, the set value of the target vehicle speed to be reached is decreased by increasing the duration of the ON state.

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

For example, when the acceleration switch 45 is in the old position and the vehicle is accelerating, and the acceleration switch 45 is switched to the round position, the running speed is maintained approximately equal to the running speed immediately after this switching. Then, when the vehicle is running at a constant speed or 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.

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

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

Third, when braking with the brake, either the deceleration is not greater than the standard, the duration is not longer than the standard value, or the vehicle speed at the time of releasing the brake is not lower than the standard 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, the accelerator pedal 2
It is no longer necessary to manually restart the constant vehicle speed control, which is released each time the brake pedal 28 is depressed as in conventional constant vehicle speed control devices, and the burden on the driver is reduced. This has the effect of making it easier to drive at a constant speed even on roads with heavy traffic.

Furthermore, fourthly, when transitioning to such a constant vehicle speed driving state, the actual vehicle speed immediately after the release is maintained from immediately after the brake pedal 28 is released until the first opening/closing timing of the throttle valve 31 after the release. 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 l 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 1 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, 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 responsive acceleration that accurately reflects the driver's intention. can be done. Furthermore, if the sudden amount of depression is reduced or stopped, the acceleration changes smoothly, which has the effect of preventing the occurrence of shock due to sudden changes in acceleration.

Second, when the accelerator pedal 27 is released, the vehicle speed is maintained constant, with the vehicle speed immediately after the release being set 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. The combination makes it even more remarkable.

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

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

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

Further, as described above, when the vehicle transitions to a constant speed driving state by releasing the accelerator pedal 27 or the brake pedal 28, the acceleration of the vehicle is gradually decreased as time passes after the release of the accelerator pedal 27 or the brake pedal 28. The target acceleration is set so as to bring the acceleration closer to O. Therefore, there is an effect that the occurrence of an impact due to a sudden change in acceleration upon transition to a constant vehicle speed running state is prevented.

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

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

Second, when accelerating or decelerating driving is specified by turning the contact of the changeover switch 46 on, the target speed VS is changed by the correction amount according to the actual vehicle speed VA, the correction amount vK, and the duration of the ON state. The sum with VT engineering (that is, VS=VA+
VK, +VT, ), or.

The actual vehicle speed VA minus the correction amount VKa and the correction amount vT2 according to the duration of the ON state (that is, VS=vA
-vK2-vT2), by increasing the duration of the ON state, the difference between the vehicle speed before designation and the target vehicle speed will increase. 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, if the desired vehicle speed is reached before reaching the target vehicle speed, it is only necessary to operate the changeover switch 46 once. Furthermore, with respect to accelerated driving, three types of acceleration, slow acceleration, medium acceleration, and rapid acceleration, can be selected by the acceleration switch 45, so by combining these operations, the above effects can be further enhanced.

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 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. 3. When the vehicle speed is lower than the reference value, instead of the constant value target acceleration set corresponding to the position of the acceleration switch 45, a target acceleration having a value that increases as the vehicle speed increases and approaches the target acceleration is set. Newly set. Therefore, when the acceleration switch 45 or the changeover switch 46 is operated to designate an accelerated driving state while the vehicle is moving slowly, the vehicle is accelerated more slowly and the riding feeling is improved.

In addition, when the deceleration driving state is specified as described above by operating the changeover switch 46, when the vehicle speed approaches the target vehicle speed due to deceleration driving, the target vehicle speed changes to the target deceleration, which has been set at a constant value. A target deceleration that gradually approaches 0 as the vehicle speed approaches is specified. Therefore, when the vehicle speed reaches the target vehicle speed, the acceleration of the vehicle changes smoothly and the vehicle transitions to a constant speed running state, which prevents shocks caused by sudden changes in acceleration and improves the feeling of riding and driving. It has the effect of

Note 1: For example, when the vehicle is not traveling at a constant speed, such as when accelerating or decelerating, even if the target vehicle speed change switch 48 is input, this instruction is ignored (steps J104→J1o8 in FIG. 16). ), this prevents confusion during control and ensures reliable engine control by this device.

Furthermore, if the vehicle speed is changed while driving at a constant speed, acceleration and deceleration will be performed, but in this case, the new target vehicle speed VS 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), the convergence to the target vehicle speed is stabilized.

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

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

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 the vehicle starts running at a constant speed equal to the target vehicle speed VS. 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 s is suitable for highly responsive control that has a high ability to follow actual changes in vehicle acceleration.
, DVA, which is suitable for highly stable control with little influence from instantaneous disturbances, and DVA, which is in the middle of both of the above values. Three data with different accuracy characteristics from each other,
It is selected and used as appropriate depending on the start of the driving state change, the intermediate time of the driving state change, and the end of the driving state change.
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 value of D V A in the control up to the first opening/closing timing of the throttle valve 31 after the start of the shift, there is an effect that the shift can be started quickly and accurately. Also, after the transition and after the vehicle is running at a constant speed, DVA□. By using this, it is possible to perform stable control without malfunctions caused by disturbances.

Second, the timing for opening and closing the throttle valve 31 is determined by the timing at which the throttle valve 31 is opened and closed by the accelerator pedal 27. When the vehicle speed is fluctuating, such as when the vehicle is accelerating or decelerating due to operation of the driving state changing means such as the brake pedal 28, the acceleration switch 45, or the changeover switch 46.

It is set with a cycle that is inversely proportional to changes in vehicle speed.

Therefore, as the vehicle speed increases, the number of openings and closings of the throttle valve 31 per unit time increases, resulting in an effect that highly responsive operation becomes possible.

Furthermore, thirdly, the air suspension (
If the air pressure (data corresponding to the vehicle weight) detected by the air pressure detection device of the air suspension suddenly changes, the actual acceleration data before the sudden change will be used and the control of the device will be reset to the initial stage. If it can be determined that an error has occurred in the actual acceleration DVA determined by the third interrupt control due to the fail-safe control configured in
, , ), the newest one (final calculated value) from among the appropriate data that has already been calculated is used. Therefore, even if an error occurs in the vehicle speed data due to bumps or rebound of the wheels due to unevenness of the road surface, for example, erroneous actual acceleration data will not be included. 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

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

Each control is performed at a constant control cycle (control cycle) mainly according to the main flowchart shown in Fig. 8 (i), but this control cycle is different from the control caused by the inertia of the torque converter, transmission, etc. of the vehicle. Since the time corresponding to the delay (loss time) Td is set as the time (Ta + T d ) added to the predetermined time Ta, the delay in response to control does not affect the next control cycle, and accurate control is always achieved. It has the effect of realizing

Then, the target torque corresponding to the operation of the accelerator pedal [
(see formula (2))] and target torque when driving at constant speed [formula (1)
The target torque during engine control such as [Reference] is converted into a state in which the gear stage used in the automatic transmission 32 is the first gear, and is calculated as the value at the first gear. The torque value at the first gear is the largest compared to the torque values at other gears, so when determining the target throttle opening from the target torque and engine speed, the resolution is improved and This has the advantage that the relative error is small.

Next, an engine control system according to a second embodiment of the present invention will be described. In this second embodiment, a part of the auto cruise mode control is different from the first embodiment. That is, in the first embodiment, this is used as a means for bringing the vehicle speed closer to the target vehicle speed vS when transitioning to a constant vehicle speed driving state by auto cruise mode control.

While the target acceleration DVS is gradually brought closer to O, the second embodiment uses a different means to bring the vehicle speed closer to the target vehicle speed vS.

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

Therefore, for explaining the configuration of the device of this second embodiment, FIGS. 9
11, 13 to 15, 17, and 18 can be used as they are, and FIGS. 10 and 1 of the first embodiment, which are flowcharts related to auto cruise mode control.
Figure 2.

These figures correspond to those in place of FIG. 16, respectively. Figures 28, 29, and 30 will be used.

In addition, in FIGS. 28, 29, and 30.

The same steps as in FIGS. 10, 12, and 16 are given the same reference numerals.

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

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

FIG. 28 is a flowchart showing details of the throttle non-direct motion control performed in step A116 of the flowchart shown in FIG. 8(i). Similar to the first embodiment, this throttle non-direct control controls the throttle valve 31 so that the movement of the accelerator pedal 27 and the throttle valve 31 are not necessarily in a direct mechanical relationship with respect to the movement of the accelerator pedal 27. The engine 13 is controlled by driving the engine 13.

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

FIG. 30 shows step E1 of the flowchart in FIG.
33 is a flowchart showing details of target vehicle speed control performed in step 33. Similar to the first embodiment, this target vehicle speed control is mainly performed by the constant vehicle speed control section 8 of the control section 25, and includes changing the target vehicle speed vS when traveling at a constant speed using the target vehicle speed change switch 48; In auto cruise mode control, the target acceleration required to bring the vehicle speed close to the target vehicle speed VS, and the target acceleration required to maintain the vehicle speed constant after the vehicle speed approaches and becomes approximately equal to the target vehicle speed VS. However, here too,
The means for setting the target acceleration required to bring the vehicle speed close to the target vehicle speed vS is different from that in the first embodiment.

The engine control device 1 of the second embodiment configured as shown in FIGS. 1 to 7 operates as follows by controlling one or more of the flowcharts shown in FIGS. 28 to 30.

First, when the ignition switch (not shown) of the vehicle is turned on to start the engine 13, the first
In the same manner as in the embodiment, step A101 in FIG. 8(i)
The main flow shown in ~A117 is controlled, and in priority to this, step A118 in FIG. 8 (11) is performed.
The first interrupt control is performed every 50 milliseconds according to the flowchart of ~Al2O, the second interrupt control is performed every 10 milliseconds according to the flowchart of steps A121 to A122 in FIG. 8(iii), and Figure 8 (iv)
The third interrupt control is executed every 65 milliseconds according to the flowchart of steps A123 to A128.

The contents of the control in the second embodiment performed according to the flowcharts shown in FIG. 8(i), (...), and (iii) are as follows:
The only difference from the first embodiment is the non-direct throttle control in step Al16, which includes auto-cruise mode control. Therefore, the operation of the engine control device 1 of this second embodiment is performed in exactly the same manner as in the first embodiment, except when throttle non-direct motion control is performed.

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

The content of the throttle non-direct motion control performed in step A116 is shown in the flowchart of FIG. 28, but this flowchart is different from the corresponding flowchart of the first embodiment (FIG. 10) in which step C129 is changed to step C147. However, step 0146 is added between step C147 and step 0128.

Among these, step C147 is step C147 in FIG.
At step 121, the value of the latest actual vehicle speed VAI input in the same manner as in the first embodiment is substituted as the first target vehicle speed vS□. Further, step 0146 is Flage. This step is to set the value of . In addition, this flag. is used in target vehicle speed control performed in auto cruise mode control, and a value of 1 indicates that the value of second target vehicle speed vS2 has already been initialized in auto cruise mode control. be.

In this way, step 0146 is a control related to the auto cruise mode control of step C144, and step C147 is simply a change in the name and code of step C129 of the first embodiment.
The operation of the engine device 1 of this embodiment is as follows, except when the auto cruise mode control in step C144 is performed when both the accelerator pedal 27 and the accelerator pedal 27 are released.
It is substantially the same as that of the first embodiment.

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

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

Among these, step E134 selects the latest actual vehicle speed value VA, which was input in the same way as in the first embodiment, by the changeover switch control in step E128 or in step E104.
This is a step of substituting the target vehicle speed vS1. Further, step E135 is a step in which the value of the flag 11° is set to O.

Step E134 is similar to step C147 in FIG. 28, and step E134 is similar to step C147 in FIG.
The only difference is that the name and symbol of the target vehicle speed vS, whose value is set in , are changed to the first target vehicle speed vS. Therefore, from step E134 to step E106. Step E135
If the process proceeds to step E107 through step E107, the calculation of the target torque TOM required to maintain the vehicle speed consistent with the first target vehicle speed vS is performed using the formula used in the first embodiment. (5) is carried out in the same manner as in the first embodiment.

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

In addition, if the accelerator pedal 27 has already been released in the previous control cycle, steps Er01 to E11
When the process advances to 0, there are two types of control to be performed through step E135. That is, the process proceeds from step E115 to step E104 via step E114, and in the same manner as described above, step E134. Step E106. The control is performed by proceeding to step E107 via step E135, and step E128. Proceeding to step E134 via step E132, step E106. This control is performed by proceeding to step E107 via step E13.

In these cases, the difference from the first embodiment is that the value of the flag I4° is set to 0 in step E135.

Further, when the process proceeds from step E132 to E133 and target vehicle speed control is performed, the content of this target vehicle speed control is different from the first embodiment. Flag I is provided only in the second embodiment. is for use in this target vehicle speed control, and the engine control means of the second embodiment is substantially different from that of the first embodiment when this target vehicle speed control is performed. . Conditions for performing target vehicle speed control and step E1 for performing target vehicle speed control
The contents of control in each step other than step 33 are substantially the same as in the first embodiment.

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

That is, first, in step J101, it is determined whether or not the value of flag -9 is 1, as in the first embodiment. Note that, as described above, the flag Is has a value of 0 to indicate that the vehicle is running at a substantially constant speed due to the auto cruise mode control being performed.

Then, as in the first embodiment, if the vehicle speed is almost constant due to auto cruise mode control being performed, the process proceeds to step J130 as determined in step J1゜1; otherwise, the process proceeds to step J130. Step J1
Proceed to 02.

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

In addition, after the transition to the driving state by auto cruise mode control, the vehicle speed is still at a nearly constant value and step J10 is reached.
1, when constant speed driving is specified during acceleration/deceleration driving, the vehicle speed becomes almost constant and the process proceeds to step J101, and after the vehicle speed reaches the target vehicle speed due to acceleration/deceleration driving, it is almost constant. In the case where the process proceeds to step J101.

Based on the judgment made in step JIOI, the process proceeds to step J130.

When the process advances from step J1o1 to J102, it is determined in step J102 whether the value of the flag Lx is 1 or not. Note that, as described above, this flag I11 indicates that it is a throttle valve opening/closing timing cycle by having a value of 1.

If the current control cycle corresponds to the throttle valve opening/closing timing cycle, the process proceeds to step J117 based on the determination in step J102.

On the other hand, if the current control cycle does not correspond to the throttle valve opening/closing timing cycle, the target vehicle speed control in the current control cycle is ended as determined in step J102.

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

In auto cruise mode control, the second target vehicle speed ■S
If the value of 2 has not been initialized yet, the process advances from step J117 to step J118, where the value of second target vehicle speed vS2 is set.

Actual vehicle speed V input in step AlO3 in FIG. 8(i)
Specify A to perform initial settings. Next, step J1
Flague at 19. After setting the value to 1, step J12
Go to 0.

Furthermore, if the second target vehicle speed vS2 has already been initialized in step J118 in the previous control cycle, the flag I is set in step J119 at the same time. Since the value of is set to 1, the process directly proceeds to step J120 based on the determination at step J117.

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

Among these six cases, proceeding to step J102 is as follows:
2 when the vehicle speed reaches the target vehicle speed due to acceleration/deceleration driving
There are four cases except one.

In these four cases, as described above, in step C146 in FIG. 28 or step E135 in FIG.
Flag I work. Since the value of is set to O, in the first throttle valve opening/closing timing cycle in these cases, the process always proceeds from step J117 to step 5118, and the second target vehicle speed is set again. In addition, since the value of the flag ■□0 is set to 0 in step J119 of this throttle valve opening/closing timing cycle, in the throttle valve opening/closing timing cycle after this throttle valve opening/closing timing cycle, step J117 is set as described above. The process directly advances to step J120.

In step J120, it is determined whether the absolute value of the difference between the second target vehicle speed vS2 and the first target vehicle speed VS□, IVS, -VS81 is smaller than a preset reference value.

The first target vehicle speed vS1 is determined by the brake pedal if the acceleration switch 45 and the changeover switch 46 are not operated when the auto cruise mode control is performed in each control cycle by releasing the brake pedal 28. The latest actual vehicle speed VAI is specified in step C147 (Fig. 28) in the first control cycle after the pedal is released, and in other cases, the latest actual vehicle speed VAI is specified in step E134 (Fig. 29) in the first control cycle in each case. Actual vehicle speed VA work was specified.

On the other hand, in any of the above four cases, the initial value of the second target vehicle speed vS2 is the step AlO3 of the throttle valve opening/closing timing cycle that comes first [FIG. 8(i)]
This is the actual vehicle speed entered in .

In this way, the first target vehicle speed vS□ and the second target vehicle speed vS,
Since there is a time difference between the setting and the initial value, the values are different from each other. In other words, when the vehicle was in an accelerating state until then, the second target vehicle speed vs2 was larger than the first target vehicle speed vs2, and when it was in a decelerating state until then, the first target vehicle speed vs. This becomes larger than the second target vehicle speed vS2.

As a result, in step J120, the absolute value IV
If it is determined that the value of s2-VS1 is not smaller than the preset reference value, the process advances to step J121.

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

If it is determined that the absolute value IVS2-VS□1 is smaller than the preset reference value, the process advances to step J128.

Proceeding from step J120 to step J121, it is determined in step J121 whether the second target vehicle speed vS2 is greater than the first target vehicle speed VS1. If it is determined that the second target vehicle speed vS2 is higher, the process proceeds to step J123, and if it is determined that the second target vehicle speed vS2 is not higher, the process proceeds to step J122.

In step J123, the second control cycle up to the previous control cycle is
The value VS2-V obtained by subtracting the preset correction amount VKz from the target vehicle speed vS2 is set to 2 as the new second target vehicle speed vS2, and the process proceeds to step J124. In addition, in step J122, the previous control is A value vS obtained by adding a preset correction amount VKa to the second target vehicle speed vS2 up to the cycle
2+v is set to 2 as the new value of the second target vehicle speed vS2, and the process proceeds to step J124.

Therefore, through the control in steps J121 to J123, the value of the second target vehicle speed vS2 approaches the value of the first target vehicle speed vS1 by the correction amount VKz at each opening/closing timing of the throttle valve 31.

In step J124, a second target vehicle speed vS2 is set as the value of the target vehicle speed VS when driving at a constant speed by target vehicle speed control, and in the next step J124, the target vehicle speed vS set in this way and the value shown in FIG. The difference VS-VA from the actual vehicle speed VA input in step AlO3 of (i) is calculated, and the process proceeds to step J126.

In step J126, the target acceleration DvS3 corresponding to the difference VS-VA is read from the map #MDVS3. This map #MDVS3 is the same as that used in step L115 (Fig. 17) in the acceleration control described above, but the target vehicle speed DVS in the target vehicle speed control is to bring the vehicle speed closer to and match the target vehicle speed VS. It is used as the acceleration for Note that map #MDVS3, as described above, calculates the target acceleration D using the difference VS-VA as a parameter.
VS, and the difference VS-VA and the target acceleration DVS have a corresponding relationship as shown in FIG.

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

When the target vehicle speed control is completed as described above, steps E123 to E1 in FIG.
27 controls are performed. and.

Through this control, a target torque TOM for obtaining a vehicle acceleration equal to the target acceleration DVS set in the target vehicle speed control is calculated, and an opening degree is determined for outputting this target torque TOM from the engine 13. OTHz
The throttle valve 31 is opened and closed until then.

As a result, as explained in the first embodiment, the target torque T
A torque approximately equal to OM is output from the engine 13, and the vehicle speed approaches the target vehicle speed vS, that is, the second target vehicle speed vS2.

Therefore, in the target vehicle speed control described above, when the control shown in steps J121 to J127 in FIG. Vehicle speed v
He gradually approached S-engineer.

Further, the second target vehicle speed vS2 approaches the first target vehicle speed vS1, and in step J120, the absolute value I VS of the difference between the two is determined.
If it is determined that the value of 2-VSll is smaller than the preset reference value of 3, the process proceeds to step J128, and the first target vehicle speed vS□ is set as the value of the target vehicle speed ■S when traveling at a constant speed by target vehicle speed control. Set. In other words, the second target vehicle speed v
After S2 approaches the first target vehicle speed vS sufficiently, the first target vehicle speed vS becomes the target vehicle speed vS.

Then, in the next step J129, the target vehicle speed VS
It is determined whether the absolute value 1vs-vAl of the difference between the actual vehicle speed VA and the actual vehicle speed VA input in step AlO3 of FIG. 8(i) is smaller than a preset reference value.

The vehicle speed is still not close enough to the target vehicle speed.

It is determined that the absolute value I VS - VA I is not smaller than the reference value 4, and the process proceeds to step J125.

J125 and the following step J126. The control shown in J127 is as described above. Further, the control shown in steps E123 to E127 in FIG. 29 performed after this control is also as described above, and as a result, the vehicle speed approaches the target vehicle speed vS.

Even after the next control cycle, the values of the first target vehicle speed vS and the second target vehicle speed vS2 are not changed.
The process advances from step J120 in FIG. 0 to step J128, and control is performed in the same manner as described above. Then, when the vehicle speed sufficiently approaches the target vehicle speed vS, it is determined in step J129 that the value of the absolute value IVS-VA is smaller than the reference value 4, and based on this determination, the value of flag 11 is set to 0 in step J108. After that, the control shown in steps J109 to J116 is performed.

Here, since the value of flag I0 is set to 0 in step J108, in each control cycle after the next control cycle,
As long as the target vehicle speed control continues, the process proceeds to step J130 based on the determination in step J101, and the flag I□ is set. With the value of 0, steps J109 to J11
The control shown in 6 is performed.

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

Note that the target vehicle speed VS is changed by the control in steps J109 to J112 after the absolute value of the difference between the target vehicle speed VS and the actual vehicle speed VA decreases and becomes smaller than the reference value of 4. It will be done.

Therefore, as in the first embodiment, the setting of the target vehicle speed vS can be changed by the target vehicle speed change switch 48 only when the vehicle speed is constant and the vehicle is in a constant vehicle speed state.

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

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

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

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

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

As described below, effects specific to the second embodiment can also be obtained.

In other words, when the accelerator pedal 27 is released after the accelerator pedal 27 has been depressed to accelerate the vehicle, the actual vehicle speed VA immediately after the release is first set as the first target vehicle speed vS1, and the vehicle speed The throttle valve 31 is provisionally rotated to an opening position at which it is estimated that the first target vehicle speed vS□ can be maintained. Next, at the first throttle valve opening/closing timing cycle after the next control cycle, the actual vehicle speed VA is set to the second target vehicle speed vS2, and the opening degree of the throttle valve 31 is adjusted so as to approach the second target vehicle speed vS2. In this way, the engine 13 is controlled, and the second target acceleration vS2 is gradually brought closer to the first target acceleration vS□. Finally, the vehicle speed is maintained constant, substantially matching the first target vehicle speed vs.

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

Second, from the first throttle valve opening/closing timing cycle after the accelerator pedal 27 is released, the second target vehicle speed VS1 is adopted instead of the first target vehicle speed VS as the target vehicle speed for constant speed driving. , the difference between the vehicle speed immediately before the throttle valve 31 is opened and closed and the target vehicle speed in this throttle valve opening/closing timing cycle is reduced.

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

Next, when the brake pedal 28 is released after depressing the brake pedal 28 to decelerate the vehicle, the state in which the deceleration during deceleration is equal to or higher than the reference value is the standard, as in the first embodiment. The first target vehicle speed VS
and the second target vehicle speed vS2 are set, and the throttle valve 31
is opened and closed.

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

Second, the second target vehicle speed vS is adopted 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, and the throttle valve in this throttle valve opening/closing timing cycle is adopted as the target vehicle speed for constant speed driving. The difference between the actual vehicle speed and the target vehicle speed immediately before opening/closing of 31 is made small.

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

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

This concludes the description of the second embodiment.

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

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

As a result, substantially the same effects as in each of the above-described embodiments can be obtained.

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

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

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

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

Also, the formula (1) used in step C130 of FIG. 10 or FIG. 28, the formula (2) used in step D123 of FIG. 11, and the step E10 of FIG. 12 or FIG.
In equation (4) used in step 7 and equation (5) used in step E123 of FIG. 12 or FIG. 29, 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, Proceeding to step A117, throttle direct control is performed in the same manner as in the first or second embodiment.

Further, when the shift lever is in a position other than the position for selecting 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 advances to step A114 and the shift position switch is in the OFF state. Control is performed in the same manner as in the first embodiment or the second embodiment.

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

In addition, in such an engine control device, 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.

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

Auto cruise mode control is performed in each control cycle, and when the vehicle is in a constant speed state, the acceleration switch 45 or changeover switch 469 is operated to designate an accelerated driving state or a decelerated driving state.

The target vehicle speed setting unit 6 of the control unit 25 may change the set value of the target vehicle speed.

In other words, the set value of the target vehicle speed at this time is the actual vehicle speed VA detected by the vehicle speed/acceleration detection unit 24 plus 1 to the correction amount V when the acceleration driving state is specified. When the driving state is specified, the correction amount VK2 is subtracted from the actual vehicle speed VA detected by the vehicle speed/acceleration detection unit 24, but the target target is calculated by multiplying the actual vehicle speed VA by a preset coefficient. The vehicle speed may also be set.

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 and zvVKz are set to the same value, substantially the same effect 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 you specify a deceleration running state by operating .

As in the case where the accelerated driving state is designated, the target acceleration may be gradually increased in each control cycle after the designation. In this case, in addition to the effects obtained in each embodiment, there is an effect that the movement to deceleration running is performed more smoothly.

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

Furthermore, there are four positions of the acceleration switch 45 shown in the group shown in FIG. If the mark is set to 6, the vehicle will run at a constant speed, and if the mark is set to the same mark, the vehicle will run at an accelerated speed. is not limited to this, and can be arbitrarily set as necessary.

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

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

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

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

It may be changed depending on the purpose of use.

For example, the following conditions may be considered for maintaining the throttle valve 31 at the engine idle position.

In other words, ■ if the deceleration when the brake pedal is depressed is greater than the reference value, or ■ if the duration of the brake pedal depression state is longer than the reference value.

Alternatively, it is possible that the vehicle speed when the brake pedal is released is smaller than the standard value, and in addition, as a condition that combines these conditions ■, ■, and ■ as appropriate, ■the deceleration when the brake pedal is pressed is the standard value. value and the vehicle speed during deceleration (vehicle speed when the brake pedal is released) is smaller than the reference value.

Alternatively, the condition may be (i) the duration of the state in which the deceleration when the brake pedal is depressed is greater than the reference value is longer than the reference value.

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

Furthermore, auto cruise mode control is performed in each control cycle. A function has been added to display the target vehicle speed for constant speed driving when constant speed driving is specified as the vehicle driving state, and the target vehicle speed for acceleration driving or deceleration driving when acceleration driving or deceleration driving is specified. Good too.

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 each embodiment is such that when both the accelerator pedal 27 and the brake pedal 28 are in the released state, the vehicle is always running at a constant speed, except in specific cases. As in the conventional case, constant speed driving may be performed only when constant speed driving is artificially specified.

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

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

[Effects of the Invention] As detailed above, according to the vehicle engine control device of the present invention, when controlling the engine, the target torque that can maintain the vehicle speed at the target vehicle speed is increased during constant vehicle speed running control. During deceleration control, each target torque that allows the vehicle to run at the target acceleration is determined, and the angle of the throttle valve can be adjusted based on each of the target torques, etc., and in calculating the target torque, Regardless of the selection state of the transmission installed in the vehicle, the target torque is always calculated by converting it to the torque value at the first speed of the transmission, so that the target torque can be calculated with high accuracy. Therefore, there is an advantage that the throttle valve opening degree can be appropriately adjusted based on this target torque and the like.

[Brief explanation of the drawing]

1 to 27 show a vehicle engine control device as a first embodiment of the present invention. FIG. 1 is a conceptual diagram showing the main parts of this device, and FIG. 3 is a configuration diagram of the depression amount detection section, FIG. 4 is a configuration diagram of the throttle valve rotating section, and FIG. 5 is a configuration diagram of the vehicle speed/acceleration detection section. Fig. 6 is a front view of the auto cruise switch, Fig. 7 is a circuit diagram of the connecting part between the auto cruise switch and the control section, Fig. 8 (i) is a main flowchart showing the main contents of this control, and Fig. 8 Figures (ii) to (iv) are flowcharts showing the details of interrupt control that is given priority to the main flowchart, and Figure 8 (V) is Figure 8 (iv).
9 is a flowchart showing the contents of the fail-safe control for compensating for the error in the actual acceleration determined by the third interrupt control shown in FIG.
7 is a flowchart showing details of the throttle direct drive control performed in step A116 of FIG. 8(i).
11 is a flowchart showing details of the throttle non-linear control performed in step C137 of FIG. 10, and FIG. 12 is a flowchart showing details of the accelerator mode control performed in step C144 of FIG. 10. FIG. 13 is a flowchart showing details of cruise mode control; FIG. 13 is a flowchart showing details of changeover switch control performed in step E128 of FIG.
4 is a flowchart showing details of the acceleration switch control performed in step E121 of FIG. 12, FIG. 15 is a flowchart showing details of deceleration control performed in step E131 of FIG. 12, and FIG. 17 is a flowchart showing details of the target vehicle speed control performed in step E133, FIG. 17 is a flowchart showing details of acceleration control performed in step E122 of FIG. 12, and FIG.
'gA is a flowchart showing the details of the control for determining the target acceleration DvS4 performed in step J115 in FIG. FIG. 27 is a graph showing the correspondence relationship with the variables read out in response to the acceleration switch 45, which corresponds to the passage of time after switching when the acceleration switch 45 is switched and the running state specifying section of the control section specifies accelerated running. 28 is a graph showing an example of changes in target acceleration and traveling speed, and FIGS. 28 to 30 show a vehicle engine control device as a second embodiment of the present invention, and FIG. Flowchart showing details of (step A116 in FIG. 8(i)), No. 29
This figure is a flowchart showing the details of the auto cruise mode control performed in step C144 of FIG.
This figure is a flowchart showing details of the target vehicle speed control performed in step E133 of FIG. 29. 1-vehicle engine control device, 2-manual operation means, 3-
A driving state specifying section as a driving state specifying means, 4.--Target acceleration setting section as a target acceleration setting means, 5-Vehicle speed detection means, 6--Achieved target vehicle speed setting section (target vehicle speed) as an attained target vehicle speed setting means. setting section), 7.-engine output adjustment means, 8. constant vehicle speed control section as constant vehicle speed control means, 9. acceleration control section as acceleration control means, 10.- deceleration control section as deceleration control means, 11- Reach detection section as arrival detection means, 12.--driving state switching section as driving state switching means, 13.--engine, 14.--depression amount detection section, 15--accelerator switch, 16.--brake switch, 17. -Gide selector switch, 18--Auto cruise switch, 18 a-Main lever 19-
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, 24--Car, speed/acceleration detection section, 25
-control unit, 26-=throttle valve opening moving part, 27-・accelerator pedal (running state changing means), 28--brake pedal (running state changing means), 30...-intake passage;
31 - Throttle valve, 32 - Automatic transmission, 33 - Left front wheel, 33 - Right front wheel, 35 - Left rear wheel, 36 - Right rear axle, 37 - Potentiometer, 38 - A-D conversion section,
39-actuator drive section, 40-throttle valve actuator, 41-throttle valve opening detection section, 42-right rear wheel speed detection section, 43.-left rear wheel speed detection section, 44-vehicle speed/acceleration calculation section, 45- Acceleration switch (driving state changing means), 46-changeover switch (driving state switching operation means and driving state changing means), 47...-throttle switch, 48-target vehicle speed changing switch, 49--steering goram, 5O-Jt! source.

Claims (1)

[Claims] a target vehicle speed setting means for setting a speed at which the vehicle should travel at a constant speed; a constant vehicle speed control means for controlling the vehicle to travel at a constant speed according to the target vehicle speed; and a target for setting target acceleration/deceleration of the vehicle. an acceleration setting means; an acceleration/deceleration control means capable of controlling the acceleration/deceleration of the vehicle in accordance with the target acceleration; and a throttle valve driven based on control signals from the constant vehicle speed control means and the acceleration/deceleration control means to control the engine. In controlling the engine, a target torque that can maintain the vehicle speed of the vehicle at the target vehicle speed is provided during constant speed driving control, and a target torque that can maintain the vehicle speed of the vehicle at the target vehicle speed during acceleration/deceleration control. The configuration is such that the angle of the throttle valve can be adjusted based on each of the target torques, etc. by determining each target torque that allows the vehicle to travel at the target acceleration. The target torque is always determined by converting it into a torque value at the first speed of the transmission, regardless of the selection state of the transmission.
Vehicle engine control device.