JPH0755627B2 - Constant speed traveling device - Google Patents

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a constant speed traveling device for automatically traveling a vehicle at a desired constant speed.

(Prior Art) A constant speed traveling device (auto cruise device) for automatically traveling a vehicle at a set speed is known in order to reduce a burden on a driving operation when the vehicle travels at a constant speed.

FIG. 1 shows the configuration of a constant-speed traveling device, in which a vehicle reaches a desired speed with a speedometer (not shown) after turning on a main switch 1 for selecting an automatic cruise mode in order to perform an automatic cruise operation. When the set switch 2 is manually operated (turned on) to set the target vehicle speed (auto cruise speed), the controller 3 sets the target vehicle speed and the vehicle speed from the vehicle speed sensor 4 based on a predetermined control law. The opening of the throttle valve 6 is controlled via the throttle drive circuit 5 according to the deviation from the signal, and the engine 10
Adjust the output of to maintain the target vehicle speed. When the driver steps on the brake petal (not shown), the stop lamp switch 7 that is interlocked with the petal and also has a function as a cancel switch is turned on to cancel the automatic cruise operation. After that, when the resume switch 8 is turned on, the automatic cruise operation is restarted. Also,
An inhibit switch 9 is provided which works in conjunction with a shift lever (not shown) of the automatic transmission 11 and acts as a cancel switch. The automatic transmission 11 is in the neutral shift position and the driving force from the engine 10 is not transmitted to the wheels. At this time, the automatic cruise operation is canceled to prevent the engine 10 from blowing up.

Also, if the resume switch 8 is continuously pressed during the auto cruise operation, the vehicle is accelerated and the resume switch 8
A new target vehicle speed can be set to the vehicle speed at the time when the finger is released from, or the vehicle is decelerated by pressing and holding the set switch 2 during auto cruise operation, and the vehicle speed at the time when the finger is released from the set switch 2 It is also known that the target vehicle speed can be set.

Reference numeral 14 is a throttle valve opening sensor for detecting the valve opening of the throttle valve 6, and reference numeral 15 is a hydraulic control circuit for switching the shift speed of the automatic transmission 11 according to a control signal from the controller 3.

(Problems to be Solved by the Invention) In such a constant speed traveling device, the switch operation of the driver may greatly affect the vehicle speed control. For example, even when the target vehicle speed is set by turning on the set switch 2, depending on the driving vehicle, the set switch 2 is turned on while the foot is placed from the accelerator petal, that is, the vehicle is kept in an accelerated state. After that, some people release their feet from the accelerator petal, and some people perform an ON operation of the set switch 2 after releasing their feet from the accelerator petal. By the way, there is a delay of 300 msec or more from the time when the throttle valve 6 is driven until the engine torque commensurate with the driven throttle valve opening is output. Therefore, until the vehicle speed changes after the throttle valve 6 is driven. There is a time delay.

Such a time delay of vehicle speed change and the above-described difference in driver's switch operation may be combined to drive the throttle valve 6 more than necessary and impair the driving feeling. Especially, it is likely to occur during a low speed cruise or immediately after setting a target vehicle speed while descending a slope.

The present invention has been made to solve such problems, and an object of the present invention is to provide a constant speed traveling device that improves the driving feeling immediately after setting a target vehicle speed during a low speed cruise or during a downhill climb. To do.

(Means for Solving the Problems) According to the present invention in order to achieve the above-mentioned object, according to the present invention, the valve opening of a throttle valve for adjusting the output of an engine mounted on a vehicle is detected by a vehicle speed sensor. In the constant speed traveling device for controlling the deviation of the target vehicle speed from 0, a throttle valve opening sensor for detecting the valve opening of the throttle valve at a predetermined cycle is provided, and the throttle valve opening sensor detects this time. Set a vehicle speed correction value that estimates a vehicle speed change when the throttle valve opening is maintained until the next detection of the throttle valve opening, and corrects the vehicle speed detection value detected by the vehicle speed sensor with the vehicle speed correction value. There is provided a constant speed traveling device characterized in that the valve opening of the throttle valve is controlled by using the vehicle speed thus corrected.

(Operation) It is estimated that the vehicle speed corrected by the vehicle speed correction value is substantially equal to the vehicle speed detected next time when the current throttle valve opening is maintained, and the valve opening of the throttle valve is controlled using this corrected vehicle speed. Then, the situation where the throttle valve is driven more than necessary is avoided.

Embodiment An embodiment of the present invention will be described in detail below with reference to the drawings.

The constant-speed traveling device in this embodiment is provided with a vehicle equipped with a gasoline engine, and its configuration (hardware) is substantially the same as that shown in FIG. Since only the control rules (software) that are used are different, the description of the configuration will be omitted, and reference will be made to FIG. 1 when necessary in the following description.

When the target vehicle speed (auto cruise speed) V ₀ is set by turning on the main switch 1 and the set switch 2,
The controller 3 repeats and executes the program shown in FIG. 2 at a predetermined cycle to control the vehicle speed. Controller 3
First reads the vehicle speed signal V detected by the vehicle speed sensor 4 (step S1), and then calculates an estimated vehicle speed V '(step S2). As will be described later in detail, the estimated vehicle speed V ′ is a vehicle speed estimated to change by the next vehicle speed detection when the current throttle valve opening θth is continuously maintained. The controller 3 executes the control law using this estimated vehicle speed V '(step S3).

In execution of step S3, the controller 3 first selects a control law to be applied in vehicle speed control. FIG. 3 is a flowchart showing the control law selecting means executed by the controller 3, and the controller 3 first
A vehicle speed deviation ΔVk (= V ₀ −V ′) between the target vehicle speed V ₀ and the estimated vehicle speed V ′ obtained in step S2 of FIG. 2 is calculated (step S31). Then, it is determined whether or not the absolute value of the vehicle speed deviation ΔVk is a predetermined determination value ΔK _KP (for example, 8 to 3 km / hr) or more (step S32).
(Constant acceleration) control is executed (step S33).

If the determination result of step S32 is negative (No), the absolute value of the deviation ΔVk is the predetermined determination value Δ _KF (for example, 5 to 1 km / hr).
It is determined whether or not the following is true (step S34). When this determination result is negative, that is, when the absolute value of the deviation ΔVk indicates a value between the determination value ΔK _KP and the determination value ΔV _KF , PID control is executed (step S35), and when the determination is affirmative (Yes), Fuzzy control is executed (step S36).

FIG. 4 shows the control law areas selected as described above, and these control law areas are selected only by the deviation ΔVk as is apparent from the above description.

Next, the fuzzy control, which is the control law executed when the deviation ΔVk is small, executed in step S36 described above will be described. In fuzzy control, four rules are set in advance, one of these rules is selected, and the valve opening of the throttle valve is controlled according to the selected rule. To explain this in more detail, first, the four rules are as follows.

Rule 1. If the deviation ΔVk is negative, close the throttle valve 6 small.

Rule 2. If the deviation ΔVk is positive, open the throttle valve 6 small.

Rule 3. If the acceleration A is positive, close the throttle valve 6 largely.

Rule 4. If acceleration A is negative, open throttle valve 6 wide.

In selecting these rules, first, the vehicle speed deviation ΔVk and the acceleration A are calculated. The vehicle speed deviation ΔVk is calculated in the above-described third step S31, and the acceleration A is calculated by the following equation.

A = ΔVk−ΔVk−1 (1) where ΔVk is the deviation calculated this time, and ΔVk−1 is the deviation calculated last time.

Next, using the calculated deviation ΔVk and acceleration A, membership function values μ _{1 to} μ ₄ are calculated from the membership function set corresponding to each rule. 5 to 8
The figure is a graph of membership functions set corresponding to the respective rules 1 to 4, and the function value μ ₁ calculated by the membership function shown in FIG.
The vehicle speed V (at this time, the above-described estimated vehicle speed is used, and unless otherwise specified, the estimated vehicle speed is used instead of the vehicle speed detected by the vehicle speed sensor 4) is the target vehicle speed.
Given from V ₀ value [Delta] V _KS1 (e.g., 1~3km / hr) when a value of between only low values and a predetermined value [Delta] V _KS1 only high value, the vehicle speed V
Is linearly increased according to the increase of 0, and is set to a value of 0 to 1. Then, the vehicle speed V is a predetermined value ΔV _KS1 from the target vehicle speed V _0.
If the value is less than the minimum value, the minimum value is set to 0 and the predetermined value ΔV
_{When KS1 is} larger than the value, the maximum value 1 is set. Similarly, the function value mu _2, which is calculated by the membership function shown in FIG. 6, the vehicle speed V is a value between the predetermined value [Delta] V _KS1 value smaller by a predetermined value [Delta] V _KS1 only value greater than the target vehicle speed V ₀ At this time, it decreases linearly as the vehicle speed V increases, and is set to a value of 1 to 0. When the vehicle speed V is smaller than the target vehicle speed V _{0 by a} predetermined value ΔV _KS1 or less, it is set to the maximum value 1, and when it is more than the predetermined value ΔV _KS1 or more, it is set to the minimum value 0. It The function value μ ₃ calculated by the membership function shown in FIG.
Is a negative predetermined value −A _L1 (for example, −0.1 to −1.0 km / hr / sec)
And a positive predetermined value A _L1 (for example, 0.1 to 1.0 km / hr / sec), the value increases linearly as the acceleration A increases and is set to a value of 0 to 1. . When the acceleration A is equal to or less than the predetermined value −A _L1 , the minimum value is set to 0, and when the acceleration A is equal to or more than the predetermined value A _L1 , the maximum value is set to 1. The function value μ ₄ calculated by the membership function shown in FIG. 8 depends on the increase of the acceleration A when the acceleration A is a value between the negative predetermined value −A _L1 and the positive predetermined value A _L1. Linearly decreasing, 1
Set to a value of ~ 0. Then, the acceleration A is a predetermined value −A
When it is less than _L1 , it is set to the maximum value 1, and when it is more than the predetermined value A _L1 , it is set to the minimum value 0.

Membership function values μ _{1 to} μ ₄ are calculated using these membership functions, and the rule with the largest membership function value is selected. Various modifications can be considered for the membership functions shown in FIGS. 5 to 8, and it is not always necessary to set the maximum and minimum membership function values to the same value for each membership function.

Next, the drive throttle amount Δθ is calculated according to the selected rule. This drive throttle amount Δθ is calculated from the graphs shown in FIGS. 9 to 12 which are set corresponding to each rule. For example, if the membership function value μ ₁ is maximum and rule 1 is selected, the drive throttle amount Δθ ₁ is calculated from FIG. 9 corresponding to FIG. In the case of the graph shown in FIG. 9, when the membership function value μ ₁ has the maximum value 1, the drive throttle amount Δθ ₁ is the predetermined value −Δθ _S1.
(For example, -0.01 to 0.05V), when the minimum value 0 is set, the predetermined value Δθ _S1 is set, and when the value is between the maximum value 1 and the minimum value 0, the membership function value μ ₁ It is set to a value that linearly increases from a predetermined value −Δθ _S1 to a predetermined value Δθ _S1 with a decrease.

When rule 2 is selected, the drive throttle amount is calculated from FIG. 10, and in the case of FIG. 10, there is an inverse relationship to that of FIG.
When the membership function value μ ₂ is the maximum value 1, the drive throttle amount Δθ ₂ is set to the predetermined value Δθ _S1 , and when the minimum value is 0, it is set to the predetermined value −Δθ _S1 .

When the rules 3 and 4 are selected, the drive throttle amount is calculated from FIGS. 11 and 12, respectively. From the graph of FIG. 11, when the membership function value μ ₃ is the maximum value 1,
The drive throttle amount Δθ ₃ is a predetermined value −Δθ _L1 (for example, 0.
02-0.08V), and when the minimum value is 0, the predetermined value Δ
Set to θ _L1 . From the graph of FIG. 12, it can be seen that the driving throttle amount Δθ ₄ when the membership function value μ ₄ is the maximum value 1.
Is set to a predetermined value Δθ _L1 , and when the minimum value is 0, it is set to a predetermined value −Δθ _L1 . The predetermined value Δθ _L1 is the predetermined value Δθ
It is set to a value larger than _S1 .

The membership functions shown in FIGS. 9 to 12 can be modified in various ways, and the maximum and minimum values of the membership function do not necessarily have to be set to the same value for each membership function.

In this way, the calculated drive throttle amount Δθ ₁ ~
Substituting Δθ ₄ into Δθ into the following equation (1), the target throttle θ _n is calculated.

θ _n = θ _n-1 + K _G × Δθ (2) where θ _n-1 is the current throttle valve opening, that is, the set target throttle opening, and K _G is the target throttle opening. θ _n (actually, the previously set target throttle θ
_n-1 is used) is a coefficient (non-linear gain) that is set according to Figure 13 shows target throttle opening θ _n and coefficient
Shows the relationship between K _G, the target throttle opening theta _n is represented by a voltage corresponding to the valve opening signal of the throttle valve 6, which is detected by a throttle valve opening sensor 14 (V), for example, the target throttle opening When the degree θ _n is 0, it is a predetermined value K _G0 (for example, 0.1 to 1.0), and when the target throttle opening θ _n is θ _n1 (for example, 2.5 V), it is a predetermined value K _G1 (for example, 4 to 5)
Are set respectively. In setting the coefficient K _G, the throttle valve opening signal Vth detected by the throttle valve opening sensor 14 may be used instead of the above-mentioned target throttle opening θ _n .

As described above, in the vehicle speed control based on the fuzzy control law, a rule is selected by which the acceleration A or the vehicle speed deviation ΔVk should be emphasized by the membership function value, and the driving throttle amount Δθ is calculated according to the selected rule. , The driving throttle amount Δθ is multiplied by the coefficient K _G set according to the current target throttle amount, and the current throttle amount θ _n-1 is added to this product value, so that the driving range from high to low Stable control can be executed up to the area.

Next, the vehicle speed deviation ΔVk executed in step S35 described above.
The control law, that is, the PID control when is a medium size will be described.

First, the target throttle opening degree θ _n of the throttle valve 6 and the current driving throttle amount Δθ of the throttle drive circuit 5 in the PID control law are calculated by the following equations (3) and (4).

θ _n = θ _n-1 + Δθ …… (3) Δθ = K _I × (V ₀ −V) + K _P × (A ₀ −A) …… (4) Where, θ _n-1 is the previous drive Throttle amount, that is,
When the PID control law is executed immediately after the start of the vehicle speed control with the current throttle valve opening, the target vehicle speed V ₀ is assumed on the assumption that the vehicle will travel on a road surface with an inclination of 0% as in the case of the fuzzy control described above. The initial value set in advance is set according to the above.
Both the coefficients K _I and K _{P in the} above equation (4) use the estimated vehicle speed,
It is set according to this vehicle speed V '. FIGS. 14 and 15 show the relationship between the coefficients K _I and K _P and the vehicle speed V, respectively, and these coefficients K _I and K _P are set to values that rapidly increase as the vehicle speed V increases. .

On the other hand, the target acceleration A ₀ is the vehicle speed V, the deviation ΔVk and the acceleration A
Is set in the following manner. In this case as well, the estimated vehicle speed is used as the vehicle speed. First, the acceleration a ₀ is set from the relationship between the acceleration a ₀ and the vehicle speed V shown in FIG. 16th
The relationship between the acceleration a ₀ and the vehicle speed V shown in the figure is such that the acceleration a ₀ decreases linearly as the vehicle speed V increases, and when the vehicle speed V is 0, a predetermined value a ₀₁ (after 2.5 km / hr / sec), the specified speed V
_{If a0} (for example, 120 km / hr) or more, it is set to 0, respectively. Then, it sets the acceleration a ₀ of obtaining the target acceleration A ₀ as shown in the table below.

The method of setting the acceleration a ₀ is not limited to the one obtained from the relationship shown in FIG. 16, and various modifications can be considered.

When the valve opening of the throttle valve 6 is controlled by the target throttle amount θ _n obtained as described above, the target acceleration A ₀
Is set according to the vehicle speed V, and the coefficients (gains) K _I and K _P are also set according to the vehicle speed V. Therefore, the vehicle speed V is not temporarily held at a constant value and the target vehicle speed V is set. It smoothly and swiftly moves toward the vehicle speed V ₀ , and the driving feeling is good.

Next, the control immediately when the deviation ΔVk is large, that is, the P (constant acceleration) control, which is executed in step S33, will be described. The drive throttle amount Δθ in P control is calculated by the following equation.

Δθ = K _G × (K _P × (A ₀ −A) + D ₀ ) ... (5) where K _P is a constant (gain), A ₀ is the target acceleration, and A is the acceleration detection value. Then, D ₀ is a correction variable for correcting the torque that increases or decreases as the engine speed increases or decreases, and is given as a function of the engine speed. Generally, the torque decreases as the engine speed increases with the throttle opening kept constant, so D ₀ is set to a value that compensates for this decrease in torque. K _G is a coefficient (non-linear gain) set according to the target throttle opening θ _n , and is set according to the target throttle θ _n from the graph shown in FIG. 13 as described above.

As described above, in the P control, the correction variable D ₀ is used to previously correct the torque change due to the increase or decrease of the engine speed, and the drive throttle is performed by using the coefficient K _G that changes according to the target throttle θ _n. Since Δθ is calculated, the acceleration can be kept constant and stable, and a good feeling can be obtained.

Next, the estimated vehicle speed calculation routine executed in step S2 of FIG. 2 will be described with reference to the flowchart shown in FIG.

The controller 3 first reads the current throttle valve opening, that is, the throttle valve opening θth detected by the throttle valve opening sensor 14 (step S21), and calculates the corrected vehicle speed ΔVc according to the throttle valve opening θth. Do (step
S22). The corrected vehicle speed ΔVc is a vehicle speed change amount estimated to change the vehicle speed V in one sampling period if the current throttle valve opening θth is continuously maintained until the time when the throttle valve closing degree is detected by the next sampling. . Although various methods of estimating the corrected vehicle speed ΔVc can be considered, for example, as shown in FIG. 18, it is set according to the current throttle valve opening degree θth. This graph is experimentally set so that an appropriate corrected vehicle speed value can be obtained when traveling on a normal road having a slope of 0%. Actually, a plurality of throttles in the storage device built in the controller 3 are actually provided. The corrected vehicle speed value ΔVc for the valve opening value θth is stored as a table. Then, the correction vehicle speed value ΔVc corresponding to the throttle valve opening detection value θth is calculated by applying a known interpolation method or the like.

Next, the controller 3 determines whether or not the target throttle θ _n is larger than the detected throttle valve opening θ _th (step S22). That is, the vehicle speed V determines whether to accelerate or decelerate by the time of the next sampling. At this time, the previously set value may be used as the target throttle θ _n . Then, this determination result is affirmative (Ye
In the case of s), step S24 is executed, the above-mentioned corrected vehicle speed value ΔVc is added to the vehicle speed detection value V detected by the vehicle speed sensor 4, and this is set as the estimated vehicle speed V ′ (= V + ΔVc). on the other hand,
If the determination result in step S23 is negative (No), step S25 is executed, and the above-described corrected vehicle speed value ΔVc is subtracted from the vehicle speed detection value V to obtain the estimated vehicle speed V ′ (= V−ΔVc).

The vehicle speed V ′ thus estimated and calculated is used for vehicle speed control as described above. FIG. 19 is a block diagram showing the flow of the calculation of the corrected vehicle speed V'and its application to the control law.

FIG. 20 shows that when the target vehicle speed V ₀ is set by turning on the set switch 2 while traveling on a slope with a slope of -3% at a constant vehicle speed of 60 km / hr, when the corrected vehicle speed ΔVc = 0 is set, That is, it shows the time variation of the vehicle speed V and the slot valve opening θth when the vehicle speed correction is not performed. Immediately after the vehicle speed control is started, the target throttle angle θ _n is assumed to be traveling on a road surface with a slope of 0%. Since the preset initial value is set according to the vehicle speed V ₀ , the throttle valve 6 is once opened widely, and the vehicle speed V deviates from the target vehicle speed and overshoots.

21 and 22 show the same running conditions as in FIG. 20, that is, the target vehicle speed V ₀ is set by turning on the set switch 2 while traveling on a slope with a slope of -3% at a constant vehicle speed of 60 km / hr. The corrected vehicle speed ΔVc set by the throttle valve opening θth detected at this time is 0 in the test shown in FIG.
At the valve opening equivalent to 01V, 0.015V in the test shown in Fig. 22
However, by correcting the detected vehicle speed V with an appropriate correction vehicle speed ΔVc, the overshoot of the vehicle speed at the start of vehicle speed control is reduced and the driving feeling is improved. I understand that it will be done.

In the above-mentioned embodiment, the fuzzy control, the PID control and the P (constant acceleration) control, which are selected according to the vehicle speed deviation, are applied as the control law, but the present invention is not limited to this. The present invention can be applied to those that use various control laws, and can also be applied to a constant speed traveling device that uses only conventionally known PID control laws.

Further, the present invention can be applied not only to a gasoline engine but also to a diesel engine. In this case, as a driving parameter for adjusting the engine output, it is possible to control the rack position and the fuel injection amount of the fuel injection device instead of the throttle valve opening. Good.

(Effect of the Invention) As described in detail above, according to the constant speed traveling device of the present invention, a throttle valve opening sensor for detecting the valve opening of the throttle valve in a predetermined cycle is provided. The vehicle speed correction value is set by estimating the vehicle speed change when the throttle valve opening detected this time is held until the next detection of the throttle valve opening, and the vehicle speed detection value detected by the vehicle speed sensor is set as the vehicle speed correction value. Since the corrected valve speed is used to control the valve opening of the throttle valve, the throttle valve may be driven more than necessary during a low speed cruise or immediately after setting the target vehicle speed on a downhill. In addition, the excellent effect that a good driving feeling is obtained can be obtained.

[Brief description of drawings]

FIG. 1 is a block diagram showing a schematic configuration of a constant speed traveling device according to the present invention, FIG. 2 is a flowchart of a main routine of vehicle speed control executed by a controller 3 shown in FIG. 1, and FIG. Executed by the controller 3,
FIG. 4 is a flowchart showing a control law selecting means, FIG. 4 is a diagram showing a control law region divided by a vehicle speed deviation ΔVk, FIGS. 5 to 8 are membership functions, and FIG. 5 is a deviation Δ.
Graph of membership function set corresponding to the rule selected when Vk is negative, Fig. 6 is a graph of membership function set corresponding to the rule selected when deviation ΔVk is positive , FIG. 7 is a graph of the membership function set corresponding to the rule selected when the acceleration A is positive, and FIG. 8 is set corresponding to the rule selected when the acceleration A is negative. Graph of membership functions, No. 9
The figure shows the membership function value μ ₁ obtained from the graph of FIG. 5 and the drive throttle amount Δθ ₁ set by the membership function value μ _1.
FIG. 10 is a graph showing the relationship between the membership function value μ ₂ obtained from the graph of FIG. 6 and the drive throttle amount Δθ ₂ set by the graph.
FIG. 11 shows the membership function value μ ₃ obtained from the graph of FIG. 7 and the drive throttle amount Δθ set by the membership function value μ _3.
3 is a graph showing the relationship with FIG. 12, FIG. 12 is a graph showing the relationship between the membership function value μ ₄ obtained from the graph of FIG. 8 and the drive throttle amount Δθ ₄ set therewith, and FIG. FIG. 14 is a graph showing the relationship between the target throttle θ _n and the coefficient K _G, and FIG. 14 shows the relationship between the coefficient (gain) K _I and the vehicle speed V applied in the PID control law executed by the constant speed traveling device according to the present invention. FIG. 15 is a graph showing the relationship between the coefficient (gain) K _P applied in the PID control law and the vehicle speed V. FIG. 16 is a graph showing the relationship between the target acceleration a ₀ and the vehicle speed V. FIG. 17 is a flowchart of an estimated vehicle speed calculation routine executed by the controller 3, FIG. 18 is a graph showing the relationship between the throttle valve opening θth and the corrected vehicle speed ΔVc, FIG.
The figure is a flow chart showing the procedure for calculating the target frottle θ _n
FIG. 20 is a graph showing the time change of the vehicle speed V and the throttle valve opening θth when the vehicle speed V is controlled using the vehicle speed V not corrected by the corrected vehicle speed ΔVc of the present invention, and FIGS. 21 and 22 are the main graphs. 6 is a graph showing a change over time in a vehicle speed V and a throttle valve opening degree θth when the vehicle speed is controlled using the vehicle speed V corrected by the corrected vehicle speed ΔVc of the invention. 2 ... set switch, 3 ... controller, 4 ... vehicle speed sensor, 5 ... throttle drive circuit, 6 ... throttle valve, 8 ... resume switch, 10 ... internal combustion engine, 11 ... transmission, 14 ... ... Throttle valve opening sensor.

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Takeshi Nishimura 5-3-8, Shiba, Minato-ku, Tokyo Mitsubishi Motors Corporation (72) Inventor Yasunori Miyata 5-33-8, Shiba, Minato-ku, Tokyo Mitsubishi Motors Corporation (72) Inventor Keihito Inagaki 5-33-8 Shiba, Minato-ku, Tokyo Inside Mitsubishi Motors Corporation

Claims (1)

[Claims] 1. A constant speed traveling device for controlling a valve opening of a throttle valve for adjusting an output of an engine mounted on a vehicle so that a deviation between a vehicle speed detected by a vehicle speed sensor and a target vehicle speed becomes zero. When a throttle valve opening sensor for detecting the valve opening of the throttle valve in a predetermined cycle is provided and the throttle valve opening detected this time by the throttle valve opening sensor is maintained until the next detection of the throttle valve opening. Of the vehicle speed change value is set by estimating the vehicle speed change, the vehicle speed detection value detected by the vehicle speed sensor is corrected by the vehicle speed correction value, and the valve opening degree of the throttle valve is controlled using the corrected vehicle speed. A constant-speed traveling device characterized by: