JPH08268111A - Vehicle speed control device - Google Patents

Abstract

(57) [Summary] [Purpose] Improving fuel efficiency when starting at low speeds. Automatic speed control is implemented even in the low speed range. Simplification of driver's starting operation. Smooth automatic start. [Structure] An increasing / decelerating means (11, 12, 5) mounted on a vehicle equipped with a transmission (160 to 169) to increase or decrease its traveling speed (RVs).
0); speed detecting means (Mag, LSW, for detecting the moving speed (RVs))
110,109); memory means for storing speed information (10
1); Target speed setting means (10) for generating target speed information (RVm)
1, USW); When the target speed information (RVm) is updated to indicate high vehicle speed, the vehicle speed (RVs) is increased through the speed increasing / decelerating means (11,12,50) to increase the target speed. At least one of the information (RVm) and the moving speed (RVs) (RVm) is used as the judgment index, and the judgment index
2n when the speed (RVm) represented by (RVm) is less than the lower limit (LVS)
d) Speed control means (101) for instructing to start; and 2)
2n of the transmission (160 to 169) in response to an instruction to start nd
Automatic shift means for prohibiting downshift from d to 1st
(171);

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to control of vehicle traveling speed, and more particularly, although not intending to be limited to this, to a constant speed traveling control device for a ground vehicle using an internal combustion engine or an electric motor as a prime mover.

[0002]

2. Description of the Related Art For example, an internal combustion engine (hereinafter referred to as an engine)
Vehicles equipped with the (hereinafter also referred to as vehicle) travel speed (hereinafter referred to as vehicle speed) by an accelerator pedal connected to an engine throttle valve and a brake pedal connected to a master cylinder that applies a brake pressure to wheel brakes. Sometimes) can be adjusted. It is common for the driver to frequently operate the accelerator pedal and the brake pedal while performing acceleration / deceleration adjustment and always operate one of the pedals, which is a burden on the driver. Therefore, in recent years, a control device for driving the vehicle at a constant speed has been developed, and many vehicles are equipped with the control device.

The constant speed traveling control device sets the vehicle speed stored in the memory by the driver's operation as the target speed, compares the vehicle speed detected by the vehicle speed detector (hereinafter referred to as the actual vehicle speed) with the target vehicle speed, and compares the actual vehicle speed with the actual vehicle speed. Open the throttle valve via the throttle valve driver so that the speed matches the target vehicle speed,
Drive to close. This is convenient because the driver can drive the vehicle without depressing the accelerator pedal. However, conventionally, in a vehicle having a constant speed traveling function, the vehicle speed value is stored in a memory and the vehicle speed value is increased or decreased by a driver operating a switch in the driver's seat. When the brake is depressed, the constant speed running function is canceled.
Therefore, if the brake is once depressed, the switch for constant speed running in the driver's seat must be operated again.
Thus, the operability is not always sufficient. On the other hand, for example, when the vehicle is traveling at a constant speed, it approaches a curve or a slope where the line of sight is not visible, and when traveling at the vehicle speed value in the memory is uncertain, it is necessary to depress the brake pedal to cancel the constant speed traveling. If the driver depresses the brake pedal,
Since constant-speed driving is canceled, the driver must operate the switch for constant-speed driving in the driver's seat again to continue constant-speed driving, and when driving at constant speed on a road with many curves or slopes. In such cases, the operation becomes complicated and the burden on the driver increases.

In order to solve the problem, for example, there is a method of decelerating the target set speed for constant speed running in proportion to the magnitude of the steering angle operated by the driver (Japanese Patent Laid-Open No. 58-58).
65944). As a result, speed control is performed according to the curvature of the curve, and it is expected that the driver will not need to operate the brake pedal. That is, it is presumed that the driver's operation of the brake pedal each time the vehicle approaches a curve is reduced and the driver's burden is reduced.

By the way, the vehicle speed control (constant speed running) described above is performed only when the vehicle speed (actual vehicle speed) exceeds a certain threshold value (lower limit value). In other words, when the speed of the vehicle does not exceed the threshold value (lower limit value), the acceleration of the vehicle depends on the accelerator operation by the driver, and during this time, the switch for instructing speed control (constant speed running) Even if it is pressed, constant speed driving is not actually performed. This is because the vehicle speed detection accuracy of a sensor (reed switch) generally used for detecting the vehicle speed deteriorates as the vehicle speed decreases. Therefore, in feedback control in which the actual vehicle speed, which is the actual vehicle speed, approaches the target vehicle speed, which is the target value for speed control, it is difficult to detect the vehicle speed (feedback value) when the actual vehicle speed is low. The first reason is that control is difficult. The second reason is that speed control (constant speed running) itself improves running fuel efficiency during high speed running such as during highway running,
It was developed for the purpose of reducing the driver's burden by reducing the number of driving operations.

[0006]

However, depending on road conditions, it is required to improve the running fuel efficiency or reduce the driving operation to reduce the burden on the driver not only during high-speed running but also during low-speed running. Sometimes. For example, in a congested road situation, the driver will repeatedly start and stop, and accelerator and brake operations will be frequent. If the speed control (constant speed running) mode is specified here, and the driver uses the acceleration / deceleration switch instead of the accelerator / brake, the speed control (constant speed) Driving is not actually performed, and the driver's accelerator / brake operation is the same as in the normal case.

In addition, in the case of a normal start in an AT (automatic) vehicle, the first gear (low gear) is selected as the gear. The 1st gear consumes a large amount of fuel due to the large torque, and consumes a large amount of fuel if the vehicle is repeatedly started and stopped. In general, even if the second gear is selected, sudden acceleration is not required for actual start under conditions such as traffic jams in which start and stop are frequently repeated at low speeds, so there is no problem. However, in the case of an MT (manual) vehicle, the driver can select the 2nd gear when starting, whereas the AT
In the vehicle, the gear selection depends on the control circuit, and the driver cannot select the gear. Therefore, the first start in the low speed range increases the fuel consumption.

That is, in low speed traveling, the fuel efficiency is deteriorated and the physical burden on the driver is increased due to frequent driving operations, and the advantage of constant speed traveling is not utilized.

A first object of the present invention is to improve fuel efficiency when starting in a low speed range, and a second object to carry out automatic speed control even in a low speed range. A third object is to simplify the starting operation of the driver, and a fourth object is to perform a smooth automatic starting.

[0010]

A vehicle speed control device of the present invention is mounted on a vehicle equipped with a transmission (160 to 169) and is provided with an increasing / decelerating means (11, 12) for increasing or decreasing its moving speed (RVs). , 50); speed detecting means (Mag, LSW, 110, 10) for detecting the moving speed (RVs)
9); Memory means (101) for storing speed information; Target speed setting means (101, USW) for generating target speed information (RVm);
When the target speed information (RVm) is updated to indicate high vehicle speed, the vehicle moving speed (RVm
s), the target speed information (RVm) and at least one of the moving speed (RVs) (RVm) is used as a judgment index, and the speed (RVm) represented by the judgment index (RVm) is less than the lower limit value (LVS). Speed control means (101) for instructing the 2nd start at this time; and 2nd to 1s of the transmissions (160 to 169) in response to the 2nd start instruction.
An automatic transmission means (171) for prohibiting downshifting to t is provided.

In a preferred embodiment of the present invention, the apparatus further comprises an operation amount detecting means (13) for detecting an operation amount (Sa) of the speed increasing / decelerating means (11, 12, 50), and the speed control means (101). ) Is at least one of the target speed information (RVm) and the moving speed (RVs) (RVm).
Vm) as the judgment index, and the speed (RVm) represented by the judgment index (RVm)
Is above the lower limit (LVS), the speed detection means (Mag, LSW, 110,
When the moving speed (RVs) detected by (109) exceeds the speed indicated by the target speed information (RVm), the moving speed (RVs) of the vehicle is decelerated via the speed increasing / decelerating means (11, 12, 50). , Target speed information (RV
The first speed control means (17B, 18, 19A, 21 in FIG. 5) that accelerates when the speed represented by (m) exceeds the moving speed (RVs); and the speed represented by the determination index (RVm) is the lower limit. When it is less than the value (LVS), the second start is instructed, and the operation amount (Sa) is changed to the target operation amount (Sao) corresponding to the target speed information (RVm) through the increasing / decelerating means (11, 12, 50). Second speed control means (17B, 19c, 2 in FIG. 5)
1); is included.

The target speed setting means (101, USW) includes a memory speed changing means (101, USW) for changing the speed information (RVm) of the memory means (101) to a high speed one. (101, USW) is the operation for specifying the acceleration.
Input switch (USW) and input switch (USW)
(W) is in the inverted state, the memory means is substantially at a predetermined cycle (Ts).
The device further includes a switch input reading means (101) for updating the speed information (RVm) of (101) to one indicating a high speed, and the device further comprises an instruction means (SSW, 37, BSW1) for instructing automatic speed control. .

[0013]

Operation: The speed increasing / decelerating means (11, 12, 50) mounted on the vehicle equipped with the transmission (160-169) increases / decelerates the moving speed (RVs) of the vehicle, and the speed detecting means (Mag, LSW, The moving speed (RVs) is detected by 110, 109). Further, the memory means (101) stores speed information.

The target speed setting means (101, USW) generates target speed information (RVm). At this time, the speed control means (101)
When the target speed information (RVm) is updated to indicate a high vehicle speed, the speed increases (RVs) of the vehicle via the deceleration means (11, 12, 50).
When at least one of the target speed information (RVm) and the moving speed (RVs) (RVm) is used as the judgment index, and the speed (RVm) represented by the judgment index (RVm) is less than the lower limit value (LVS). Instruct 2nd start.

The automatic transmission means (171) responds to the instruction to start the 2nd operation from 2nd to 1s of the transmission (160 to 169).
Prohibit downshifting to t.

As a result, when the vehicle accelerates in the low speed range [the speed (RVm) represented by the determination index (RVm) is less than the lower limit value (LVS)], the vehicle starts 2nd, for example, on a congested road. In a situation where the vehicle is repeatedly started and stopped in the low speed range, the fuel efficiency is improved as compared with the case where the first start is repeated.

In the preferred embodiment of the present invention, the operation amount detecting means (13) detects the operation amount (Sa) of the speed increasing / decelerating means (11, 12, 50), and the first speed control means (17B in FIG. 5). , 18, 19A, 21) is at least one of the target speed information (RVm) and the moving speed (RVs) (RVm)
When the speed (RVm) represented by the judgment index (RVm) is equal to or higher than the lower limit value (LVS), the speed detection means (Mag, LSW, 110, 109)
When the moving speed (RVs) detected by the vehicle exceeds the speed indicated by the target speed information (RVm), the moving speed (RVs) of the vehicle is decelerated via the increasing / decelerating means (11, 12, 50) to If the speed indicated by the speed information (RVm) exceeds the moving speed (RVs), the speed is increased.

The second speed control means (17B, 19c, 2 in FIG. 5)
In 1), when the speed represented by the judgment index (RVm) is less than the lower limit value (LVS), the second start is instructed, and the manipulated variable (Sa) is changed to the target through the increasing / decelerating means (11, 12, 50). Set the target manipulated variable (Sao) corresponding to the speed information (RVm).

High vehicle mobility (Vs) (determination index (RV
When the speed (RVm) represented by m) is equal to or higher than the lower limit value (LVS)), normal vehicle speed feedback control is performed. When the moving speed (Vs) of the vehicle is low (the speed indicated by the judgment index (RVm)
(RVm) is below the lower limit (LVS))
The operation amount (Sa) of 12,50) is controlled to the target operation amount (Sao) corresponding to the target speed information (RVm), and the speed of the vehicle is controlled regardless of the moving speed (Vs). Is reduced.

Incidentally, the correlation of the target manipulated variable (Sao) with respect to the target speed information (RVm) is a reference pattern representing a time-series moving speed increasing pattern when the vehicle is accelerated from substantially zero moving speed. Increment and deceleration means for moving speed (RVs)
It is substantially equivalent to the correlation of the manipulated variable (Sa) of (11,12,50).

The memory speed changing means (101, USW) included in the target speed setting means (101, USW) changes the speed information (RVm) of the memory means (101) to a high speed. That is,
The input switch (USW) for specifying the speed increase included in the memory speed change means (101, USW) is switched to the reverse state while receiving the operator's operation and returns to the normal state when the operation is cut off. Yes, the switch input reading means (101) updates the speed information (RVm) of the memory means (101) to a value representing a high speed at a substantially predetermined cycle (Ts) while the input switch (USW) is in the inverted state. .

The target speed setting means (101, USW) is for switching the automatic speed control instruction (SSW, 37, BSW1) to the automatic speed control instruction (SSW closed, 37 idling opening & BSW1 open). When the moving speed (RVs) is equal to or higher than the lower limit value (LVS), the moving speed (RVs) is written into the memory means (101) and when the moving speed (RVs) is lower than the lower limit value (LVS), a value representing substantially zero is written.

That is, when the instruction means (SSW, 37, BSW1) is switched to the automatic speed control instruction (SSW closed, 37 is idling opening & BSW1 open), the moving speed (RVs) is substantially zero when the moving speed (RVs) is less than the lower limit value. The value indicating is written in the memory means (101), but thereafter, when the input switch (USW) is in the inverted state (the state in which acceleration is specified), the input switch (USW) is substantially in the inverted state. At a predetermined cycle (Ts), the speed information (RVm) of the memory means (101) is updated to indicate high speed. At this time (moving speed (RVs) is less than the lower limit value), the second speed control means (17B, 19c, 21 in FIG. 5) changes the operation amount (Sa) of the increasing / decelerating means (11, 12, 50) to Target manipulated variable corresponding to target speed information (RVm)
Since (Sao) is set, the moving body is accelerated by the time-series movement speed increasing pattern when the moving body is accelerated from substantially zero moving speed.

Other objects and features of the present invention will become apparent from the following description of embodiments with reference to the drawings.

[0025]

【Example】

First Embodiment FIG. 1 shows the system configuration of the first embodiment of the present invention, and FIG.
The appearance of the throttle valve drive mechanism of the on-board engine
FIG. 3 shows a cross section of the mechanism. Referring to FIGS. 1 and 2,
In the intake passage, which is the air flow path of the throttle body 1 of the internal combustion mechanism, the throttle valve 11 is provided with a throttle valve 11.
It is rotatably supported by 2. A case 2 is integrally formed on the side surface of the throttle body 1 that supports one end of the throttle shaft 12.
A throttle valve driver is attached to the cover 3. Further, a potentiometer 13 which is a part of the throttle valve driver is mounted on the side surface of the throttle body 1 opposite to the case 2 and supporting the other end of the throttle shaft 12.

The potentiometer 13 is a throttle opening sensor that generates an analog electric signal indicating the opening of the throttle valve 11, and its slider is connected to the throttle shaft 12.

A movable yoke 43 is fixed to the other end of the throttle shaft 12, and the throttle valve 11
Are configured to rotate integrally with the movable yoke 43. The movable yoke 43 is the throttle shaft 12.
It is a circular dish-shaped magnetic body having a shaft fixed to a fixed yoke 44 of substantially the same shape, and its open ends face each other and its side walls and shaft portions are superposed in the axial direction. It is fitted with a predetermined gap in this state. This fixed yoke 4
Numeral 4 is fixed to the throttle body 1, and a clutch solenoid 45 wound around a non-magnetic bobbin 46 is housed in a space formed between the shaft portion and the side wall.
A non-magnetic friction member 43a is embedded around the throttle shaft 12 on the bottom surface of the movable yoke 43, and a drive plate 4 is provided via a disc-shaped magnetic clutch plate 42.
1 are arranged facing each other.

The drive plate 41 is a circular dish having a shaft at its center, and the shaft is rotatably supported around the throttle shaft 12. External gears are integrally formed on a shaft portion of the drive plate 41, and are configured to mesh with external teeth formed on a small diameter portion of a gear 52 described later. The above-mentioned clutch plate 42 is coupled to the bottom surface of the drive plate 41 via a leaf spring 41a. The leaf spring 41a urges the clutch plate 42 toward the drive plate 41 and separates it from the movable yoke 43 when the clutch solenoid 45 is not energized.

The gear 52 meshing with the drive plate 41 is
It has a stepped columnar shape having a small diameter portion and a large diameter portion, each having external teeth formed thereon, and is rotatably supported around a shaft 52a fixed to the cover 3. Motor 5 for cover 3
0 is fixed, and its rotation axis is rotatably supported in parallel with the shaft 52a. A gear 51 is fixed to the tip of the rotating shaft of the motor 50, and this gear meshes with the outer teeth of the large diameter portion of the gear 52. The motor 50 is a step motor.

When the motor 50 rotates and the gear 51 rotates, the gear 52 rotates, and the drive plate 41 meshing with the gear 52 rotates around the throttle shaft 12 together with the clutch plate 42. At this time, if the clutch solenoid 45 is not energized, the clutch plate 42 will move to the leaf spring 41.
It is separated from the movable yoke 43 by the urging force of a.
That is, in this case, the movable yoke 43, the throttle shaft 12, and the throttle valve 11 are in a state where they can freely rotate regardless of the drive plate 41. When the clutch solenoid 45 is energized and the movable yoke 43 and the fixed yoke 44 are excited, the electromagnetic force causes the clutch plate 4 to move.
2 is attracted toward the movable yoke 43 against the biasing force of the leaf spring 41a and abuts on the movable yoke 43. As a result, the clutch plate 42 and the movable yoke 43 are frictionally engaged with each other,
With the action of the friction member 43a, the two rotate in a joined state. That is, in this case, the drive plate 41, the clutch plate 42, the movable yoke 43, the throttle shaft 1
2 and the throttle valve 11 are integrated,
It is rotationally driven by the motor 50 via 1, 52.

An accelerator shaft 32 is rotatably supported by the cover 3 in parallel with the throttle shaft 12 and protrudes outside the cover 3. An accelerator link 31 forming a rotary lever is fixed to a protruding end of the accelerator shaft 32, and a pin 33a fixed to one end of an accelerator cable 33 is locked to a tip of the accelerator link 31. A return spring 35 is connected to the accelerator link 31, and the accelerator link 31 and the accelerator shaft 32 are connected.
Is urged in the closing direction of the throttle valve 11. The other end of the accelerator cable 33 is connected to an accelerator pedal 34, and the accelerator link 31 and the accelerator shaft 32 are connected to the accelerator shaft 32 in accordance with the operation of the accelerator pedal 34.
An accelerator operation mechanism that rotates about the axis of the is configured.

A plate-shaped accelerator plate 36 is fixed to the left end of the accelerator shaft 32. At the left end,
A round hole for rotatably supporting the right end of the additional intermediate shaft 24 is formed, and the right end of the intermediate shaft 24 is inserted into this round hole. The left end of the intermediate shaft 24 is rotatably supported by the throttle body 1. The intermediate shaft 24 is attached to the throttle plate 21 facing the accelerator plate 36.
However, it is rotatably attached.

The throttle plate 21 is composed of a small diameter portion and a large diameter portion fixed to the intermediate shaft 24, and external teeth are formed on the outer surface of the large diameter portion. The outer teeth of the throttle plate 21 mesh with the outer teeth formed on the movable yoke 43 described above, the movable yoke 43 rotates in response to the rotational driving of the throttle putt 21, and the throttle shaft integrally connected thereto. 12 and the throttle valve 11 are configured to rotate.

On the throttle plate 21, a step is formed at the connecting portion between the small diameter portion and the large diameter portion, and an end cam is formed on the outer peripheral side surface. One side of the large diameter part in the radial direction is
The throttle plate 2 is arranged so as to face a stopper (not shown) provided on the case 2.
The rotation of 1 is restricted. A pin 23 is fixed to the large diameter portion of the throttle plate 21.

One end of the return spring 22 is locked to the shaft portion of the throttle plate 21, and the other end is locked to a pin implanted in the case 2. Therefore, the throttle plate 21 is urged by the urging force of the return spring 22 in the direction in which the side surface of the large diameter portion abuts the case 2. That is, the throttle plate 21 is biased in the closing direction of the throttle valve 11 by the return spring 22.

The accelerator plate 36 is composed of a disk portion having a central portion fixed to the accelerator shaft 32 and an arm portion extending in the radial direction. The disc portion has a small diameter in a portion continuous with the arm portion, has a recessed portion, and has an end face cam on the outer peripheral side surface. The arm portion is arranged so that one side surface in the rotation direction faces a stopper (not shown) provided on the case 2 and the other side surface faces the pin 23 of the throttle plate 21. That is, the accelerator plate 36 rotates counterclockwise and the arm portion moves to the pin 23 of the throttle plate 21.
The accelerator plate 36 and the throttle plate 21 are configured to rotate integrally when they come into contact with. Generally, when the throttle plate 21 is not urged to rotate by the electric motor 50 and the accelerator is not depressed at all, the arm portion of the plate 36 is pin 2
It is in contact with 3. 2 and 3 show this state.

The accelerator plate 36 is biased in the clockwise direction B (FIG. 2) by the biasing force of the return spring 35. In addition, the accelerator plate 36 includes an accelerator shaft 32.
A pin 36c extending in the axial direction is planted.

Accelerator shaft 3 formed on cover 3
A potentiometer 37 is fixed to the outer circumference of the bearing portion 2. The potentiometer 37 is an accelerator opening sensor, and the pin 36c is engaged with the slider thereof. As a result, the potentiometer 37 moves the accelerator shaft 3
An analog electric signal indicating the rotation angle of 2 is generated. The potentiometer 37 is electrically connected to the printed wiring board 70 inserted between the case 2 and the cover 3,
Leads 71 are connected to the printed wiring board 70.

A limit switch 60 interlocking with the throttle plate 21 and the accelerator plate 36 is fixed to the case 3 via a stay, and a printed wiring board 70 is provided.
Is electrically connected to The limit switch 60 is
This is a normally closed switch that switches the cam portion of the throttle plate 21 from closed to open when the opening of the throttle valve 11 reaches the upper limit, and is used for detecting the upper limit reached when the throttle valve 11 is opened and closed. The limit switch 60 is inserted into the respective supply lines of the clutch solenoid 45 of the clutch 40 and the electric motor 50, and when the limit switch 60 is opened, the energization of the clutch solenoid 45 and the electric motor 50 is cut off.

In the throttle valve driver described above, the yoke 43 is fixed to the throttle shaft 12,
The outer teeth of the throttle plate 21 mesh with the outer teeth of the yoke 43. The throttle plate 21 is rotatably mounted on an intermediate shaft 24 that can freely rotate with respect to an accelerator shaft 32, and is rotated by a return spring 22 in a clockwise direction B.
(Fig. 2) is always forced to rotate. With the above combination, the throttle valve 11 / throttle shaft 12
When the clutch solenoid 45 of the clutch 40 is de-energized (clutch disengaged) while the accelerator pedal 34 is not depressed, the throttle valve 11 is operated by the force of the return spring 22. It is the minimum opening (idling opening).

When performing automatic speed control, the clutch solenoid 45 is energized and the yoke 43 is driven by the drive plate 4.
1 is frictionally coupled, and when the drive plate 41 is rotated counterclockwise by the forward rotation bias of the electric motor 50, the opening degree of the throttle valve 11 increases. When the drive plate 41 is rotated clockwise by the reverse rotation bias of the electric motor 50, the opening degree of the throttle valve 11 becomes small. Potentiometer 13 coupled to throttle shaft 12
Generates an analog signal indicating the throttle valve opening. Immediately before the opening of the throttle valve 11 reaches a mechanical maximum value (at this time, the throttle plate 21 hits a mechanical stopper), the limit switch 60 is closed and opened by the throttle plate 21, and the clutch solenoid 45 and the electric motor are opened. The power feeding loop of the electric motor 50 is opened, the forward rotation bias of the electric motor 50 is stopped, and the energization of the electromagnetic clutch 50 is stopped. When the energization of the clutch 40 is stopped, the clutch 40 is disengaged, and the throttle valve 11 is returned to the closing direction by the force of the return spring 22. When this return causes the limit switch 60 to return to the closed state, the clutch solenoid of the clutch 40 is released. When the energization of 45 is resumed, the clutch 40 returns to the contact state and the rotation of the throttle valve 11 in the closing direction by the return spring 22 is stopped. With such an operation, when the throttle valve 11 is driven up to or exceeding the mechanical maximum opening, the opening of the throttle valve 11 is held at the opening just before the mechanical maximum opening. Will be.

When the electric motor 50 sets the opening of the throttle valve 11 to a certain opening while the clutch 40 is energized, even if the accelerator pedal 34 is depressed, the accelerator plate 36 is attached to the pin 22 of the throttle plate 21. The throttle valve 11 is not operated by depressing the accelerator pedal 34 within a non-engaged range (a range in which the rotation amount of the accelerator plate 36 is smaller than the rotation amount of the throttle plate 21).

By depressing the accelerator pedal 34, the amount of rotation of the accelerator plate 36 increases and the accelerator plate 3
When 6 abuts on the pin 22, the throttle plate 21 is interlocked with the accelerator plate 36 and the throttle valve 11
The opening degree of is the opening degree with respect to the accelerator depression amount. Throttle valve 1 as the accelerator depression amount increases
The opening degree of 1 becomes larger. When the accelerator pedal is slightly released, the opening of the throttle valve 11 is slightly reduced by the force of the return spring 22.

As described above, when the constant speed mode (automatic speed control) is not set, or when the accelerator depression amount is in a range larger than the rotation amount of the throttle plate 21 even in the constant velocity mode, the throttle valve is opened by the accelerator depression amount. Degree is fixed.

The electric throttle valve opening / closing drive mechanism described above is controlled by the electric control circuit shown in FIG. This electric control circuit includes a microcomputer (hereinafter referred to as MPU) 101 and various drivers,
It is composed of a converter, an input circuit and a switch. A voltage V _B from the battery BTT, a constant voltage Vcc1 via the first voltage power supply CPS ₁ and / or a constant voltage Vcc2 via the second constant voltage power supply CPS ₂ is supplied to each component. Although a detailed power supply line is not shown in FIG. 1, it does not include the voltages V _B and Vcc1.
Is required only for connection of the battery BTT, and is always supplied as long as the battery BTT is connected. Further, the supply of the voltage Vcc2 requires the closing of the main switch MSW, but this voltage Vcc2 is MP.
It is given to U101 and alarm lamp ALP.

In the MPU 101, the second constant voltage power supply CPS
The constant voltage Vcc2 from ₂ is used for setting the standby mode and returning to the normal mode. In this standby mode, all input / output ports are high impedance,
This is a power saving mode in which only the state of the immediately preceding register and the contents of RAM are retained and the software operation is stopped.
The MPU 101 sets this standby mode when the constant voltage Vcc2 is no longer applied. However, if this mode is set, the software operation will stop, so
Hardware control is required to return to the normal mode. The port for performing this is the control port Iss, and when the constant voltage Vcc2 from the second constant voltage power supply CPS ₂ is applied to this control port Iss, the standby mode is returned to the normal mode. The functional operation of each unit will be described below.

The PWM counter 102 has an MPU 101.
Is supplied with PWM data D and a clock pulse. The PWM data are given as positive and negative values, the sign indicates the urging direction of the motor 50, and the size indicates the on-duty. That is, the PWM counter 102 has a PWM value other than zero.
When data D is given, the PWM pulse is set to high level H
If the sign turns positive (energization instruction) and the sign is positive, the energizing direction control signal is set to the H level, and if the sign is negative, the energizing direction control signal is set to the low level L and clock pulse counting is started. When the count value becomes equal to the absolute value of the PWM data D, the PWM pulse shifts to the low level L (non-energization instruction).

The PWM pulse of the PWM counter 102 and the energizing direction control signal are given to the motor driver 103. The motor 50 of the electric throttle valve opening / closing drive mechanism (driver) is connected to the motor driver 103. The motor driver 103 operates the motor 50 while the PWM pulse is at H level if the direction control signal is at H level. When the direction control signal is L level, the motor 50 is biased in the reverse direction while the PWM pulse is L level. The operation of the motor driver 103 is monitored by the monitoring circuit 104.

The limit switch 60 described above is inserted in series in the energizing line of the motor 50. These switches restrict the rotation of the throttle valve 12 in the forward rotation direction beyond the limit. That is, as described above, the forward rotation of the motor 50 is transmitted to the throttle shaft 12 via the electromagnetic clutch, and the throttle shaft 12 is connected to the wire 4
When the rotation exceeds the angle corresponding to the throttle opening upper limit, the limit switch 60 opens to block the forward rotation bias of the motor 50 to disconnect the clutch, and the return spring 22 causes the throttle shaft 12 to rotate. When the limit switch 60 is closed due to reverse rotation, the clutch is closed and the motor 5
The forward rotation bias of 0 is performed. When the rotation of the throttle shaft 12 falls below the angle corresponding to the throttle opening lower limit, reverse rotation is blocked by a mechanical stopper (not shown).

To the solenoid driver 105, the clutch solenoid 45 of the electric throttle valve opening / closing drive mechanism described above is connected. The solenoid driver 105
When the electromagnetic clutch energizing instruction is received from the MPU 101, the clutch solenoid 45 is energized, and when the electromagnetic clutch deactivating instruction is received, it is deenergized.

A normally closed brake switch BSW ₂ and a limit switch 60, which are interlocked with the depression of a brake pedal (not shown), are inserted in the energizing line of the clutch solenoid 45. Brake switch BS
W ₂ opens the contact when the brake pedal is depressed,
The urging line of the clutch solenoid 45 is cut off. Further, the limit switch 60 regulates the rotation limit of the output throttle shaft 12 as described above. Therefore, when the brake pedal is depressed or the throttle valve 1
When the rotation of 1 reaches the upper limit, the clutch solenoid 45 is immediately deenergized. The operation of the solenoid driver 105 and the operation of the brake switch BSW ₂ are monitored by the monitoring circuit 106.

When the lamp driver 107 receives a lamp energizing instruction from the MPU 101, the lamp driver 107 energizes the alarm lamp ALP (a constant voltage Vcc2 must be supplied). This alarm lamp AL
P is provided on the vehicle meter panel (not shown),
It is backlit by the message "Please check your autodrive".

When chip selection is performed by the MPU 101, the A / D converter 108 digitally converts the detection voltage of the potentiometer 13 and returns it to the MPU 101, and the A / D
The converter 109, when chip-selected by the MPU 101, digitally converts the output voltage of the F / V converter 1110 and returns it to the MPU 101, and the A / D converter 11
When 1 is chip-selected by the MPU 101, the detected voltage of the potentiometer 37 is digitally converted to MPU1.
Return to 01.

The F / V converter 110 is a converter that converts frequency into voltage, in which the reed switch LSW is sensitive to the magnetism of the rotating permanent magnet Mag coupled to the output shaft (not shown) of the transmission. The frequency of the signal generated by turning it on and off is converted into a voltage. That is, the F / V converter 1
10 outputs a voltage signal proportional to the vehicle speed Vs.

The input circuit 116 is an input interface for the MPU 101 to read ON / OFF of the switch BSW ₁ , and the input circuit 117 is an input interface for the MPU 101 to read ON / OFF of the switches SSW, USW, DSW. is there. Switch U here
SW and DSW are mounted on the inner panel in front of the driver's seat (not shown), and the driver accelerates (switch USW on) and decelerates (switch DSW on) during automatic speed control.
To instruct.

The switch BSW ₁ is linked to the depression of a brake pedal (not shown) like the above-described brake switch BSW ₂ , but this is a normally open brake switch, in which the brake lamp BLP is connected via a diode. Are connected in series. When the brake pedal is depressed, the switch BSW1 is closed and the brake lamp BLP is turned on. The diode is connected to the brake lamp BLP on the anode side, and the switch BSW
_A constant voltage power supply Vcc2 is applied to the cathode side connected to the ₁ side via a resistor, and the same voltage is applied to the ground side connection ends of SSW, USW, DSW in the input circuit 116 via the resistor. . The anode side of the diode is in parallel with the brake lamp BLP, and is an NPN that is a lamp driver.
Connected to the collector side of the transistor 150, the transistor 150 is a switching element that is turned on / off by the retrigger monomulti 151.

The re-trigger mono-multi (re-triggerable mono-multi vibrator) 151 is an output interface for the MPU 101 to instruct ON / OFF of the transistor 150, and the re-trigger mono-multi 151 outputs an H level signal. Then, the transistor 150 is turned on to turn on the brake lamp BLP. Further, the retrigger monomulti 151 outputs an L level signal to turn off the transistor 150, and the brake lamp BLP is turned off. The re-trigger monomulti 151 supplies H (BLP lighting) to the transistor 150 while its input end is H, and when the input end falls from H to L, it outputs after a predetermined time (time-out value Tm). L (BLP
Returned to off), the output again input during the predetermined time again returning to H and H (BLP lit), retriggerable - because the type, re a H between e.g. MPU101 is T ₁ Torigamono When applied to the multi 151, the re-trigger mono multi 151 applies H (BLP lighting) to the transistor 150 for T ₁ + Tm. Therefore, the MPU 101
When outputting H (BLP lighting) in a pulse form in less than the Tm period, the retrigger monomulti 151 continuously supplies H (BLP lighting) to the transistor 150 during that time, and the retrigger monomultis 151 151 is operated.
There is no flicker (flashing) on the Kiramp BLP. MPU
When 101 gives one pulse of H for an extremely short time, the lamp BLP is continuously lit for a relatively long Tm. This is done to ensure the recognition of the driver of the following vehicle.

A communication circuit 119 is connected to the MPU 101, and the GPS unit 120 is connected to the communication circuit 119.
Is connected. The GPS unit is connected to a GPS antenna on the vehicle, calculates and holds the current position (latitude, longitude, altitude) of the vehicle, the traveling direction of the vehicle, and the traveling speed of the vehicle based on the antenna reception information, and a map. De-
A two-dimensional display is provided with map information showing the current position of the vehicle and its surroundings, provided with a base. Map data
The data includes data representing road intersections, slope inclinations, and curve curvatures in correspondence with the markers on the map and the terrain. The GPS unit 120 receives a data transfer instruction from the MPU 101 via the communication circuit 119, and the curve curvature R1 (curve radius) of the road closest to the current position (hereinafter referred to as the current position). Reciprocal of) and road slope ρ1
(Amount of change in height per horizontal unit distance; ascent in the vehicle advancing direction is +, ascending is −) is searched from the map database and transferred to the MPU 101 via the communication circuit 119. Ser
When the distance Ds is designated by the MPU 101, the position closer to the position corresponding to the distance Ds of the road on the map than the current position and the traveling direction of the vehicle and the distance Ds (hereinafter referred to as the Ds forward position). The curve curvature R2 and the road inclination ρ2 of the road are retrieved from the map database and transferred to the MPU 101 via the communication circuit 119 together with the curve curvature R1 of the current position and the road inclination ρ1. In addition,
When the current location is unknown due to the inability to receive radio waves, or when data search or calculation fails, an error message is displayed.
It transmits to PU101.

At the output port Tsup of the MPU 101,
The automatic transmissions (161 to 171) are connected. This automatic transmission will be described.

An input shaft of a torque converter 161 with a direct-lock (lock-up) clutch is connected to a rotary shaft 169 of the engine, and an input shaft of an overdrive mechanism 162 is connected to an output shaft of the torque converter 161. The input shaft of the gear transmission 163 is coupled to the output shaft. The output shaft 164 of the mechanism 163 is connected via a propeller shaft (not shown), a differential (not shown), etc.
Drive an axle (not shown).

The torque converter 161, the overdrive mechanism 162, and the gear shift mechanism 163 are driven by a hydraulic circuit including a shift lever, a shift valve, switching solenoid valves 166 and 167, and a lockup solenoid valve 168. The shift lever position sensor 165 detects the set position of the shift lever. The signal indicating the set position of the shift lever is given to the shift controller 171 mainly composed of the microcomputer. Further, the open / close signal of the reed switch LSW is given to the speed detection circuit 170, and the circuit 170 gives the vehicle speed signal to the controller 171.

The structure of the automatic transmission described above is the same as that already proposed by the present applicant in Japanese Patent Application Laid-Open No. 56-39354. However, in response to the 2nd start instruction of the MPU 101, a slight change for prohibiting downshifting of the speed stage from the 2nd to the 1st, mainly a change of the control program, is performed. This automatic transmission (161-17
The outline of the operation 1) and the content of the control operation in response to the instruction from the MPU 101 will be described later with reference to FIG.

FIGS. 4 and 5 show the MPU 10 shown in FIG.
The automatic speed control operation of No. 1 is shown. MPU101 is Vcc
When the switch 2 is turned on, that is, when the main switch MSW is closed and the constant voltage Vcc2 is applied to the MPU 101, initial setting, that is, port state setting, register (one area of memory) clear, parameter initial setting and the like are performed (step 1). In the following, the word "step" will be omitted in parentheses and the step number. Enter the number.

When the initial setting (1) is completed, the MPU 101
Starts the timer Ts with the time limit value Ts = 50 msec (2), and first, the register RVs (one area of the internal memory)
The digital data RVs (the previous value of the detected vehicle speed) written in is written in the register RBVs (one area of the internal memory). Then, the signal level Bs of the input port PB (H when the break switch BSW1 is on and L / off is H) is read and written in the register RBs, and the input port PB is read.
S signal level Ss (automatic speed control instruction switch SSW
Is ON and L / OFF reads H) and writes it to the register RSs, and the input port PUS signal level Su (acceleration switch USW is ON and L / OFF H) reads the register Rs.
Write to Su, read the signal level Sd of the input port PDS (H when the deceleration switch DSW is on and L / off) and write to the register RSd, and A / D to the A / D converter 108.
Digital data Sa generated by the A / D converter 108 by instructing D conversion (opening of the throttle valve 11; data obtained by digitally converting the analog signal of the potentiometer 13 which is a throttle opening sensor). ) Is read and written in the register RSa, the A / D converter 111 is instructed to perform A / D conversion, and the digital data Aa generated by the A / D converter 111 (the depression amount of the accelerator pedal 34; the accelerator angle The register RA is read by reading the data obtained by converting the analog electric signal of the potentiometer 37, which is a sensor, into a digital signal.
a, and A / D to A / D converter 109.
By instructing conversion, digital data Vs generated by the A / D converter 109 (data obtained by digitally converting an analog voltage of a level substantially proportional to the vehicle speed) is written in the register RVs (3). In the following, the data of the above registers and other registers may be represented as they are by register symbols. For example, the data of the register RBs is changed to R
It may be expressed as Bs.

Next, the MPU 101 checks whether the data RVs (hereinafter also referred to as the actual vehicle speed) of the register RVs is equal to or higher than the lower limit value (fixed value) VL (4). If it is VL or more, the search distance Ds corresponding to the actual vehicle speed RVs is calculated (6). The outline of the correlation between the vehicle speed and the search distance Ds is shown in FIG. In this embodiment, as shown in FIG. 7, the search distance Ds is a linear function of the vehicle speed, and the search distance Ds corresponding to the vehicle speed is calculated according to the set linear function. Although the vehicle speed data used for calculating the search distance Ds is the memory data RVm written in the register RVm described later, the actual vehicle speed RVs (read in the register RVs in step 3). Value) may be used.

Next, the MPU 101 transmits the search distance Ds to the GPS unit 120 via the communication circuit 119, and the local curvature and the curve curvature R1 in front of the local point Ds.
Request transfer of (local point), R2 (point in front of Ds), slope ρ1 (local point) and slope ρ2 (point in front of Ds) (7). When the GPS unit 120 transfers the data, it receives the data (8), and the presence or absence of the data and an error
The presence or absence is checked (9), and if the curve curvature R1 is correctly received, it is written in the register RR1, and if the curve curvature R2 is correctly received, it is written in the register RR2, and the slope ρ1 is set. If it is received correctly, it is written in the register Rρ1, and if it is received correctly, it is written in the register Rρ2 (10). If the data is missing or an error, the information (E) indicating the error is written in the corresponding register (5). When the actual vehicle speed RVs is less than the lower limit value VL, the vehicle speed is extremely low or the vehicle is stopped, and it is not necessary to change the target vehicle speed (RVo) corresponding to the geographical condition (bend, slope) of the road to low. Therefore, GPS
No data request is made to the unit 120, and data is stored in the above-mentioned geographical condition registers RR1, RR2, Rρ1, Rρ2.
In order to indicate that there is no data (data error), information (E) indicating error is written (4,5).

Next, in the MPU 101, the automatic speed control instruction switch SSW is closed (RSs = L), the accelerator angle is the idling angle (RAa = idling opening), and the break switch BSW1 is open (RBs = H). Or
Is checked (11 to 13). Both are correct (YES)
Then, "1" indicating that automatic speed control is required is written in the flag register Fc (14), and if either is non (NO), "0" indicating that automatic speed control is not required is written in the flag register F.
Write to c (15).

Then, it is checked whether automatic speed control is required (Fc = 1) or not (Fc = 0) (16A).

If automatic speed control is unnecessary (Fc = 0), M
In the PU 101, the vehicle speed RVs is the actual vehicle speed RVs and the target vehicle speed R
It is checked whether it is within the range of automatic speed control by the vehicle speed feedback for opening and closing the throttle valve 11 so as to match Vo, that is, UVS ≧ RVs ≧ LVS (16B in FIG. 5, 16C). UVS is the upper limit speed (for example, 120 km / h), and LVS is the lower limit speed (for example, 40 km / h). When the vehicle speed RVs exceeds the upper limit speed UVS, UVS is set in the register RVm.
Write (16G). If UVS ≧ RVs ≧ LVS, vehicle speed RVs at that time (data of register RVs)
Is written to the register RVm (16D), and the
The curvature RR1 is written in the register RRm (16F). When the vehicle speed RVs is less than the lower limit speed LVS, the register R
Write data representing zero vehicle speed in Vm (16E).

When the automatic speed control is required (Fc = 1), first, the speed-up instruction switch USW is turned on (RSu =
It is checked whether it is "L") (16H), and if it is on, it is checked whether it was on (RUF = 1) immediately before (before Ts) (16I). It was off just before (RU
When F = 0), "1" indicating that the speed increasing instruction switch USW is turned on is written in the register RUF, and the vehicle speed RVs at that time is written in the register RUVs (16J).

The switch USW is immediately before (before Ts).
Whether or not it was also turned on for the first time this time, the data RUVs of the register RUVs (switch U
It is checked whether the vehicle speed when the SW is switched from OFF to ON is less than or equal to the vehicle speed upper limit value UVS for executing the automatic speed control by the vehicle speed feedback (16K), and if so, the memory vehicle speed RVm Is less than the set low value LLL, is less than or equal to LLL and is less than the setting low value LLV, or LL
It is checked whether it is V or more (16L, 16N). When the memory vehicle speed RVm is less than the set low value LLL, the sum obtained by adding 4α to the data RVm is updated and written in the register RVm (16M). Memory vehicle speed RVm is L
When the value is equal to or more than LL and is less than the set low value LLV, the register R
The sum obtained by adding 2α to the data RVm is updated and written to Vm (16O). When the memory vehicle speed RVm is equal to or higher than LLV, the register RVm and its data RVm are α
Is updated and written (16P), and the register R
When the data of Vm exceeds the vehicle speed upper limit value UVS for executing the automatic speed control by the vehicle speed feedback, the data of the register RVm is updated to UVS (16Q, 1).
6R).

The data LLL, LLV and LVS are shown in FIG.
The significance of the above-mentioned processing using these data will be described later with reference to FIG.

In step 16K, RUVs> UV
When it is S, the data of the register RVm is not updated (step 16K to 17A). That is,
When the vehicle speed RUVs when the switch USW is switched from OFF to ON exceeds the vehicle speed upper limit value UVS for executing the automatic speed control by the vehicle speed feedback, the memory vehicle speed RVm is not updated.

When the speed increase instruction switch USW is off (RSu = "H") in the check in step 16H, the MPU 101 writes "0" (speed increase instruction switch USW off) in the register RUF ( 16S), it is checked whether the deceleration instruction switch DSW is on (RSd = “L”) (16T). When the switch DSW is on, the data of the register RVm is updated to a value smaller by α than the value at that time (16U). When the updated value becomes less than 0, it is updated to 0 (16V, 16W).

Next, in step 17A, the MPU 101
Refers to the data in the flag register Fc to check whether automatic speed control is necessary or not (17A). When the automatic speed control is required (Fc = 1), the MPU 101 checks whether the memory vehicle speed RVm (or the actual vehicle speed RVs) is equal to or higher than the lower limit vehicle speed LVS of the automatic speed control by the vehicle speed feedback control (17B). .

If it is equal to or higher than LVS, the signal level of the signal Tsup of the output port Tsup is set to L (2nd start release) (TC2), and the target vehicle speed Vo is calculated (18). The calculated target vehicle speed Vo is written in the register RVo. The contents will be described later with reference to FIGS. 6 and 8. When the target vehicle speed Vo is calculated, the MPU 101 calculates vehicle speed deviation = target vehicle speed RVo−actual vehicle speed RVs, and PID is calculated.
The throttle valve opening and closing speeds (throttle valve driving speeds that are approximately proportional to the PID calculation value of the deviations) for reducing the vehicle speed deviation to zero are calculated by (proportional, integral, derivative) calculation, and this is calculated by the PWM of the motor 50. The drive pulse is converted into a conduction duty (19A). The discontinuity is high immediately after the data of the register Fc is switched from 0 to 1 (extreme).
Smoothing process during switching to smoothly correct the throttle valve drive, or smoothing process during steady state to smooth discontinuity with the immediately preceding output after the automatic speed control has already started. After applying (19
A), through the brake lamp control (19B), the energization duty is output to the PWM counter 102 (21). At the start point of this output, the clutch solenoid 45 is energized to bring the clutch 40 into contact. Brake lamp control (1
The contents of 9B) will be described later with reference to FIG.

When the memory vehicle speed RVm is less than the lower limit vehicle speed LVS of the automatic speed control by the vehicle speed feedback control, the MPU 101 sets the signal level of the signal Tsup of the output port Tsup to H (2nd start instruction) ( TC1), a throttle target opening Sao corresponding to the memory vehicle speed RVm (value substantially below LVS) is calculated, and throttle opening deviation = target opening Sao−actual opening RSa is calculated, and PID (proportional, integral) is calculated. , Derivative) calculation to calculate the throttle valve opening and closing speeds (throttle valve drive speeds that are approximately proportional to the PID calculation value of the deviations) for making the throttle opening deviation zero, and use this to calculate the PWM drive pulse of the motor 50. (19C). This process is called "open loop PWM calculation" (19C).
Then, immediately after the data of the register Fc is switched from 0 to 1, there is a high discontinuity (extreme) smoothing processing at the time of switching for smooth correction of the throttle valve drive, or already automatic speed. After the control is started, the steady-state smooth for smoothing the discontinuity with the immediately preceding output −
After performing the aging process (19A), the brake lamp control (19B) is performed, and the energizing duty is changed to the PWM counter 1
(21). At the start point of this output, the clutch solenoid 45 is energized to bring the clutch 40 into contact. The contents of the "open loop PWM calculation" (19C) will be described later with reference to FIG.

If it is determined in step 17A that automatic speed control is not required (Fc = 0), the MPU 101
Sets the signal level of the signal Tsup of the output port Tsup to L (2nd start release) (TC3). Then, when Fc = 1 is switched to 0, a throttle valve drive release output subjected to the processing corresponding to the switching cause is generated (20) and output (21). In the release calculation (20), when the release of the automatic speed control is due to the opening of the automatic speed control instruction switch SSW (RSs = H) (11 and 15 in FIG. 4), the accelerator pedal is operated. In order to avoid sudden deceleration when the pedal is not stepped on, the energization duty for closing and driving the throttle valve at a speed corresponding to the actual vehicle speed RVs at that time is calculated, and the throttle valve opening RSa becomes equal to or smaller than the accelerator opening RAs. Throttle valve drive release output (clutch 40 disengaged)
Generate Release of automatic speed control is done by accelerator pedal 3
4 is the cause (12, 15 in FIG. 4), the throttle valve is closed at a speed corresponding to the actual vehicle speed RVs at that time in order to avoid sudden deceleration due to remaining accelerator pedal depression. The energizing duty for driving is calculated, and when the throttle valve opening RSa becomes equal to or smaller than the accelerator opening RAs, a throttle valve drive release output (clutch 40 disengagement) is generated. Release of automatic speed control is caused by depression of the brake pedal (Fig. 4
13 and 15), the throttle valve drive release output (clutch 40 disengaged) is immediately issued to accelerate deceleration.
Generate Since the brake switch BSW2 is in series with the clutch solenoid 45, when the brake pedal is depressed, the clutch 40 is automatically disengaged.

After the "output" (21), the MPU 101 checks whether or not the timer Ts has time-over. The monitoring output is read, and the abnormality of the throttle valve driver and the controller 100 is checked by referring to the monitoring output and the output information held by itself. When there is an abnormality, the throttle valve drive release is output, the lamp ALP is turned on, and the control operation is stopped.

When the timer Ts has timed out without detecting an abnormality, the process returns to step 2 in FIG. 4, the timer Ts is started again, and the control operation (3 to 21) of one step described above is similarly performed. .. Since this is repeated when no abnormality is detected, the above-described control operation is substantially the time limit value Ts of the timer Ts.
It is repeated in the cycle. In this repetition, steps 16B to 16G are performed while automatic speed control is unnecessary (Fc = 0).
Is executed, the register RV is maintained as long as the vehicle speed Vs is within the automatic speed control range by the vehicle speed feedback.
The data of m, RRm and R [rho] m are updated to the latest one in the period Ts. When the automatic speed control is required (Fc = 1), steps 16B to 16G are not executed during that time. Therefore, the data of the registers RVm, RRm and Rρm are changed from the automatic speed control not required (Fc = 0) to the automatic speed control required (Fc = 0). The data remains just before the switching to Fc = 1), and these data are the reference data for determining the target vehicle speed value Vo for the automatic speed control by the vehicle speed feedback. The target vehicle speed Vo is calculated by "calculation of target vehicle speed Vo" (18).

In summary, the switch MS having the same meaning as the power switch for the MPU 101.
While W is open, Vcc2 is not applied to the MPU 101, so the MPU 101 is in the standby state and the data in the internal memory is deleted.
Data retention only. When the switch MSW is closed and Vcc2 is added to the MPU 101, the MPU 101
Processing for constant speed traveling control (2 to 22 in FIGS. 4 and 5)
Are repeatedly executed substantially in the Ts cycle. During this repetition, the automatic speed control instruction switch SSW is opened, the brake switch BSW1 is closed (the brake pedal is depressed), and the accelerator opening indicated by the potentiometer 37 exceeds the idling opening (accelerator pedal). No automatic speed control is required (Fc = 0) while at least one of the above is satisfied, and the MPU 101 drives the throttle valve driver (opening / closing operation of the throttle valve 11: FIG. 5, 19) and 21) are not executed, but the vehicle speed register (memory) RVm, the curve curvature register (memory) RR
The data of m and the inclination register (memory) Rρ1 are updated to the latest actual vehicle speed value RVs, the latest curve curvature RR1 and the latest inclination value Rρ1 (3 to 16A in FIG. 4 to FIG. 5).
16B-16G). The vehicle is the driver's accelerator pedal 3
4 or the brake pedal (not shown) is operated at a speed corresponding to the operation or stopped.

The driver starts the vehicle with the switch MSW closed, depresses the accelerator pedal 34 and travels at the desired vehicle speed, and the automatic speed control instruction switch S
When SW is closed and then the accelerator pedal 34 is released, the automatic speed control start condition is satisfied when the accelerator pedal 34 returns to the idling opening position. That is, the switch SSW is closed, the brake switch BSW1 is opened (the brake pedal is not depressed), and the accelerator opening =
The three idling opening degrees (release of the accelerator pedal 34) are simultaneously established. As a result, automatic speed control is required (Fc =
1). In this state, steps 16B to 1 in FIG.
Since 6G is not executed, the data in the registers RVm, RRm and Rρ1 are not updated, and the data remains just before the automatic speed control start condition is satisfied. That is, the data immediately before the
Data is stored and retained.

In the state where the automatic speed control is required (Fc = 1), if the memory vehicle speed RVm is equal to or higher than the vehicle speed lower limit value LVS of the automatic speed control by the vehicle speed feedback control, the target vehicle speed value Vo is "the target vehicle speed." Vo operation "(18)," constant speed PWM operation "(19A) and" output "
At (21), the throttle valve 11 is driven to open and close at a speed corresponding to the deviation of the actual vehicle speed RVs from the target vehicle speed value Vo (RVo described later), and the vehicle speed is substantially the target vehicle speed value V.
It becomes o.

When the automatic vehicle speed control is required (Fc = 1) and the memory vehicle speed RVm is less than the vehicle speed lower limit value LVS of the vehicle speed feedback control automatic vehicle speed control, the throttle valve target opening degree Sao is "O". -Open loop PWM operation "(19C), this" open loop PW
M calculation "(19C) and" output "(21), the throttle valve 11 is driven to open and close at a speed corresponding to the deviation of the actual opening RSa from the target opening Sao, and the throttle valve opening is substantially the target opening. Degree Sao.

When the automatic speed control start condition is not satisfied,
That is, the switch SSW is opened and the break switch BS is
W1 closed (step on brake pedal) or accelerator opening =
When the idling opening is exceeded (the accelerator pedal 34 is depressed), automatic speed control is not required (Fc = 0), and the clutch 40 is disengaged immediately or after a certain time by the steps 20 and 21 in FIG. -The mechanical connection between the motor 50 and the throttle shaft 12 is released, and the throttle valve 11 opens and closes in response to the operation of the accelerator pedal 34.

Next, the contents of the "target vehicle speed Vo calculation" (18) will be described with reference to FIG. Here, MPU101
First, the speed data RVm of the register RVm is written in the target vehicle speed register RVo (31).

Next, the MPU 101 next sets the road car ahead of the vehicle.
A target vehicle speed Vor defined by the curvature of the curve (the reciprocal of the radius of the arch) is calculated (32 to 35). In this case, first, the data RR2 of the register RR2 is placed in front of the road.
Check if it represents the curvature of the curve (3
2). As described above, when this data is not obtained and when the actual vehicle speed is less than the lower limit value VL,
The data of the register RR2 is an error indication (E) (4-9 in FIG. 4). In this case, the data of the target vehicle speed register RVo is not changed, and the process proceeds to the calculation of the next target vehicle speed Voρ (36 to 39). Data R of register RR2
When R2 represents the curvature of the road curve ahead of the vehicle, the target vehicle speed Vor corresponding to the data of the registers RVm and RR2 is read from the table 1 (one area of the internal memory) (33). . The table 1 has a target vehicle speed Vor written therein (corresponding to RVm (memory vehicle speed) and road curve curvature RR2 in front of the vehicle (using these as addresses),
That is, the correlation shown in FIG.
The Vor value corresponding to RVm and RR2 is written. As a result, the higher the memory vehicle speed RVm, the higher the
The higher the road curve curvature RR2 in front of the vehicle, the lower (the steeper the front curve is, the lower), and the memory vehicle speed RVm.
The target vehicle speed Vor is read, where is the upper limit value (saturation value). The MPU 101 compares the read target vehicle speed Vor with the content RVo of the target vehicle speed register RVo and updates and writes the smaller one in the target vehicle speed register RVo (34,
35). As a result, the road curve curvature RR2 in front of the vehicle
Is larger, the content RVo of the target vehicle speed register RVo is updated to a smaller value. As described above, the higher the vehicle speed, the longer the distance Ds is determined in correspondence with the actual vehicle speed, and the road car positioned ahead by this distance Ds on the road.
The curvature is requested from the GPS unit 120, and the transfer is received from the GPS unit 120 (6 to 1 in FIG. 4).
0), since the data is the road curve curvature RR2 in front of the vehicle here, the front of the vehicle here means approximately Ds forward from the current position.

Next, the MPU 101 calculates the target vehicle speed Voρ defined by the deviation of the road inclination Rρ2 in front of the vehicle with respect to the road inclination (uphill +, downhill −) Rρ1 at the current position (36 to 39). In this case, first, it is checked whether the data Rρ1 and Rρ2 of the registers Rρ1 and Rρ2 represent the road inclination (36). As described above, when this data is not obtained and when the actual vehicle speed is less than the lower limit value VL, the register Rρ
The data of 1 and Rρ2 is an error (E) (4 to 9 in FIG. 4). When at least one of Rρ1 and Rρ2 is an error, the data of the target vehicle speed register RVo is not changed and the next target vehicle speed VoRi is calculated (40 to 4).
Proceed to 3). If the data Rρ1 and Rρ2 of the registers Rρ1 and Rρ2 represent the current position and the road inclination ahead of the vehicle, respectively, the target vehicle speed Voρ corresponding to the memory vehicle speed RVm and the inclination deviation (= Rρ1-Rρ2).
From table 2 (one area of internal memory) (3
7). The table 2 corresponds to the memory vehicle speed RVm and the inclination deviation (using these as addresses), and the target vehicle speed Voρ.
Is written, that is, Voρ corresponding to RVm and inclination deviation, which has a correlation as shown in FIG.
The value is written. As a result, the memory vehicle speed RV
The higher m is, the higher the road inclination in front of the vehicle is, and the smaller the road inclination at the current position is, the lower the road inclination is.
The target vehicle speed Voρ with m as the upper limit value (saturation value) is read. The MPU 101 sets the read target vehicle speed Voρ to
Compared with the content RVo of the target vehicle speed register RVo, the smaller one is updated and written in the target vehicle speed register RVo (3
8, 39). As a result, if the inclination deviation between the vehicle present position and the front is large, the content RVo of the target vehicle speed register RVo is updated to a small value. As described above, the higher the vehicle speed, the longer the distance Ds corresponding to the actual vehicle speed.
Then, the GPS inclination is requested to the GPS unit 120 at the current position on the road and the position ahead by the distance Ds.
It has received the transfer from the unit 120 (6 to 6 in FIG. 4).
10) Since the deviation between the data Rρ1 and Rρ2 is the inclination deviation here, the vehicle front side here means substantially Ds front side from the current position.

The MPU 101 then determines the memory vehicle speed RVm.
And memory location (constant constant speed running control required Fc = 1 at 14 in FIG. 4)
The vehicle position) and the road curve curvature (reciprocal of the curve radius) RRm of the current position.
The target vehicle speed VoRi defined by the deviation of 1 (= RR1-RRm) is calculated (40 to 43). In this case, first, the data RRm, RR of the registers RRm, RR1.
It is checked whether 1 represents the curvature of the curve (40). As described above, when this data is not obtained and when the actual vehicle speed is less than the lower limit value VL, the data in the registers RRm and RR1 is an error (E) (Fig. 4 4-9). If at least one of RRm and RR1 is an error, the target vehicle speed register RV
The o data is not changed. If the data RRm and RR1 of the registers RRm and RR1 represent the curve curvatures of the memory position and the current position, respectively, the target vehicle speed corresponding to the memory vehicle speed RVm and the curve deviation (= RR1-RRm). VoRi is read from table 3 (one area of the internal memory) (41). Table 3 is memory vehicle speed R
The target vehicle speed VoRi is written in correspondence with Vm and the curve deviation (using these as addresses), that is, the RVm and the curve deviation corresponding to the correlation as shown in FIG. The VoRi value of is written.
As a result, the higher the memory vehicle speed RVm is, the lower the current position curve RR1 is than the memory position curve RRm, and the lower the memory vehicle speed RVm is, and the target vehicle speed VoRi at which the memory vehicle speed RVm is the upper limit value (saturation value). Read out. MPU
The 101 compares the read target vehicle speed VoRi with the content RVo of the target vehicle speed register RVo and updates and writes the smaller one in the target vehicle speed register RVo (42, 43). As a result, if the curve at the vehicle current position is sudden with respect to the curve at the memory position, the contents R of the target vehicle speed register RVo
Vo is updated to a value showing a small value.

By calculating the target vehicle speed Vo (data update of the target vehicle speed register RVo) described above (18), the target vehicle speed RVo is the target vehicle speed corresponding to the memory vehicle speed RVm and the curve curvature RR2 in front of the vehicle. Vor, the target vehicle speed Voρ corresponding to the deviation of the road inclination Rρ2 ahead of the vehicle with respect to the road inclination Rρ1 at the current position, and the target vehicle speed VoRi corresponding to the deviation of the curve curvature RR1 at the current position with respect to the curve curvature RRm at the memory position. Of these, it is determined to be the lowest value.

Therefore, when there is a curve or a slope with no visibility in front of the vehicle, the vehicle speed is the memory vehicle speed R.
The frequency is reduced more than Vm, and the frequency of the driver canceling the automatic speed control by the speed control device, such as stepping on the brake pedal, is reduced. As the target vehicle speed RVo changes and increases as the vehicle passes over a tight curve or slope, the original vehicle speed can be restored without depressing the accelerator pedal. That is, since the curve curvature RR2 and the road inclination Rρ2 that are referred to in order to change the target vehicle speed RVo are those in front of the vehicle (distance Ds), the driver has a brake pedal before the curve or slope. The possibility of stepping on the vehicle (release of automatic speed control) is reduced, and the need for the driver to step on the accelerator pedal (release of automatic speed control) before exiting the curve or slope is reduced. .

The current position curve R which is stronger than the curve RRm when the reference vehicle speed RVm is written in the register (memory).
In R1, the target vehicle speed RVo is correspondingly updated to be low, and the vehicle speed RVs is accordingly reduced. This is because even if there is a curve in front of the vehicle and the target vehicle speed RVo is changed from the front of the curve to a low value in accordance with the curvature of the curve, the curve will change even if the vehicle ahead changes to a straight road. The low speed is maintained during traveling, and the frequency with which the driver releases the automatic speed control by the speed control device, such as stepping on the brake pedal in the curve, is reduced.

Next, the content of the "brake lamp control" (19B) will be described with reference to FIG. Here, MPU10
First, the digital data (current vehicle speed data) RVs of the register RVs is subtracted from the digital data (previous vehicle speed data) RBVs of the register RBVs to calculate the deceleration (51), and a deceleration threshold value is set. If it is equal to or higher than the LAN, the H level is written to the register RPL as rapid deceleration (52, 53), and if the deceleration is less than the threshold LAN, the L level is written to the register RPL (5
2, 54). The brake lamp lighting data RPL in the register RPL is output port PL in the above-mentioned step 21.
Then, the re-trigger monomulti 151 is triggered. This causes the break lamp BLP to light up.

When the deceleration (RBVs-RVs) exceeds the set value (LAN), the brake lamp BLP is irrelevant to the depression of the brake pedal (regardless of the driver's consciousness).
Is lit to signal the following vehicle. The following vehicle can quickly recognize the deceleration of the vehicle by turning on the brake lamp of the preceding vehicle, and the safety at the time of deceleration in the automatic speed control is improved.

In the above example, the deceleration of the vehicle is calculated based on the vehicle speed (RVs), and the brake lamp BLP is turned on when the deceleration is large (FIG. 9). During speed control, the MPU 101 opens and closes the throttle valve 11 so that the vehicle speed (RVs) matches the target speed (RVo), so the target speed (RVo)
The brake lamp BLP may be turned on when the deceleration is large based on the deceleration. In this case, for example, at the beginning of the "calculation of target vehicle speed Vo" (18) (immediately before step 31 in FIG. 6), the data RV of the register RVo.
o (previous target vehicle speed) is written in the register RBVo, and in the deceleration calculation (51 in FIG. 9), deceleration = RBV
It suffices to calculate o-RVo. RBVo is the data of the register RBVo (value obtained before Ts), RVo
Is data of the register RVo (value obtained this time).

Next, referring to FIG. 10, when the automatic speed control is required (Fc = 1) and the memory vehicle speed RVm is less than the lower speed limit value LVS of the automatic speed control by the vehicle speed feedback control, the operation is executed. The contents of "Punloop PWM calculation" (19C) will be described. In this, MPU101 first
The target throttle opening degree Sao is calculated (61).

When the driver operates the accelerator pedal 34 on a flat road and accelerates from a vehicle speed of 0 (vehicle stopped) to around LVS (40 km / h in this embodiment), the accelerator operation amount (throttle valve opening degree) ) And the change in vehicle speed over time are shown in FIG. When one of such accelerator operation characteristics is used as a reference pattern and the relationship between the vehicle speed and the throttle valve opening in the reference pattern is shown, the graph shown in FIG. 11B (horizontal axis is vehicle speed) is obtained. . In this embodiment, this relationship is approximated by a linear function, and MPU1
01 is the calculation of the target throttle opening degree Sao (6 in FIG. 10).
In 1), the throttle opening degree Sao corresponding to the memory vehicle speed RVm is calculated using the linear function, and this is set as the throttle target opening degree Sao.

Next, the MPU 101 causes the deviation dSa = Sao-RS of the actual opening RSa (data of the register RSa: detected opening of the potentiometer 13) with respect to the target opening Sao.
a is calculated (62), and the throttle valve opening and closing speeds (throttle valve drive speeds that are approximately proportional to the PID calculation value of the deviation) for making the deviation dSa zero by PID (proportional, integral, derivative) calculation are calculated. Calculate, convert this into the energization duty of the PWM drive pulse of the motor 50, and
Immediately after the data in the register Fc is switched from 0 to 1, there is a high discontinuity (extreme) smoothing during switching for smooth correction of the throttle valve drive, or automatic speed control has already been performed. After the start, a steady-state smoothing process is performed to smooth the discontinuity with the immediately preceding output (63). The energizing duty calculated by this is output to the PWM counter 102 after passing through the brake lamp control (19B in FIG. 5) (21).

Next, the processing operation of the shift controller 171 will be described with reference to FIG.
When the power is turned on, the 71 executes initialization and initialization (71). Then, the input is read (72), and then it is checked whether or not the signal Tsup from the MPU 101 is H (2nd start designation) (73),
Processing (73 to 75, 86) corresponding to Tsup is performed.
Next, shift lever position shift determination is performed, shift lever switching detection, N (neutral) position detection, etc. are performed here (76), and if the position is the N position, reading is resumed (72). Shift lever from N to D (drive), 2
Alternatively, when it is switched to 1, the shift reference data is determined (7
In 7), shift reference data (each speed stage is maintained, which is referred to in order to shift up or down the speed stage,
Maximum or minimum vehicle speed with respect to the throttle opening to shift up or down: shift up when the traveling vehicle speed exceeds the maximum value, shift down when the traveling speed falls below the minimum value). 1 to 2 shift (shift up)
Control (78), 2 → 1 shift (shift down) control (8
0), 2 → 3 shift control (81), 3 → 2 shift control (8
2), 3 → 4 shift control (83), 4 → 3 shift control (8
4) and lockup control (85) are performed, and reading (72) to lockup control (85) are repeated. In these shift control, the current vehicle speed is compared by comparing the current vehicle speed with the maximum and minimum vehicle speeds assigned to the current throttle opening in the gear shift reference data assigned to the current speed stage. If the current vehicle speed is less than the minimum value, it is determined that the downshift is required. When it is determined that the shift up or down is required, the lock up is released and the shift up or down is executed. When it is not determined that the shift up is necessary and the shift down is not determined, the speed stage is not changed and the process proceeds to the next step. Lockup control (85)
Then, it is assumed that the current vehicle speed is assigned to the current throttle opening of the vehicle speed maximum value (corresponding to throttle opening) and the minimum value (throttle opening corresponding) assigned to the currently set speed stage. In contrast to the current vehicle speed, lockup is performed when the current vehicle speed is equal to or higher than the maximum value, and lockup is released when the current vehicle speed is equal to or lower than the minimum value.

The shift control and lock-up control described above are disclosed in detail in the above-mentioned Japanese Patent Laid-Open No. 56-39354, so a detailed description thereof will be omitted here.

Now, the second start instruction (T
The control operation of the speed change controller 171 corresponding to sup = 1) will be described. When the speed change controller 171 reads the signal level of the signal Tsup from the MPU 101 in reading (72), it is H (2nd start instruction). Check (73) if there is, and if it is H, check if there is already a flag (Fsup = 1) indicating that this has been read (74), and if not, register Write 1 to Fsup, and proceed to the next shift lever position shift determination (76). After that, since Fsup is 1, the 2 → 1 shift control (80) is skipped.
Downshift to 1st is not executed. Therefore F
The first start after sup = 1 is a 1 → 2 shift up (78), but even if the vehicle is stopped after that, it is 2 → 1
The downshift (80) is not performed, and the second and subsequent starts are the second start.

When the MPU 101 sets the signal Tsup to L (2nd start release) while the 2 → 1 shift down (80) is prohibited in this way, the shift controller 17
1 reads this (72), and after step 73, step 86 clears the contents of the register Fsup. As a result, the 2 → 1 shift down (80) is executed, and if the conditions are satisfied, the 2 → 1 shift down shift is performed.

In the actual start under the condition of the low speed range such as the case where the start and stop are frequently repeated, there is no problem even if the second start is started without requiring sudden acceleration. The speed change controller 71 operates in the low speed range [speed indicated by the determination index (RVm)].
(RVm) is less than the lower limit (LVS)], when the vehicle frequently starts (accelerates), the vehicle starts 2n
By setting d to start, fuel efficiency is improved as compared with the case where the 1st start is repeatedly performed even in a situation where the start / stop is repeated in a low speed region such as a congested road. If the actual vehicle speed RVs is less than LVS while the automatic speed control is not required (Fc = 0), the memory vehicle speed RVm is set to 0 (1 in FIG. 5).
6E), when the actual vehicle speed RVs is less than LVS and automatic speed control is required (Fc = 1), RVm is 0. Therefore, by the "open-loop PWM calculation" (19C),
The throttle valve 11 is driven to be closed so that the throttle valve opening RSa = 0 (when the actual opening Sa exceeds 0). If the actual opening degree Sa is 0 immediately before the automatic speed control is required (Fc = 1), the opening degree deviation dSa is 0.
Therefore, the throttle valve 11 is not driven to open or close.

This RVm is 0 and the opening deviation dSa
When is 0, the driver pushes the speed increase instruction switch USW to close it, and if this is continued, the MPU 101 displays 16
The processing of H to 16Q is repeated in the Ts cycle, and
While the value RVm of the register RVm is less than the low low value LLL,
The value of the register RVm is updated so that the value of the register RVm increases at a rate of 4α per Ts.
If the value RVm of the register RV exceeds the low value LLL, the value of the register RVm is increased so that the value of the register RVm increases at a rate of 2α per Ts.
When the value of Vm is updated and the value RVm of the register RVm exceeds the medium-low value LLV, the register RVm is rotated at a speed of α per Ts.
The value of the register RVm is updated so that The MPU 101 responds to the increase in the value of the register RVm.
However, by executing the "open loop PWM calculation" (19C), the throttle valve opening RSa is changed to the target opening Sao.
Since the throttle valve 11 is opened so as to have a value (proportional to RVm), the throttle opening changes in time series as shown in FIG.
It rises as shown in 1 (a). When RVm reaches LVS, it switches to the automatic speed control (18, 19A) by the vehicle speed feedback described above. When the speed-up instruction switch USW returns to open before RVm reaches LVS, the value of RVm remains at the value at the time of switching to USW open, and the throttle valve opening also remains at that opening. When the deceleration instruction switch DSW is closed, the memory vehicle speed RVm decreases at a speed of α per Ts during the closing, and the vehicle speed accordingly decreases.

As described above, the driver needs the automatic speed control (F
When c = 1) is set, the speed increasing instruction switch USW can be operated without releasing it to automatically start the vehicle with a predetermined starting characteristic from zero vehicle speed. If the speed increase instruction switch USW is kept closed, the memory vehicle speed RVm
And the actual vehicle speed RVs increase, and the speed increase instruction switch USW
If the memory vehicle speed RVm is less than LVS, the opening degree of the throttle valve 11 is kept at the opening degree at that time, and if it is more than LVS, the vehicle speed RVs is changed to the memory vehicle speed RVm.
(In this example, more accurately, RVo)
Automatic speed control is performed by driving.

When the vehicle frequently starts and stops on a congested road, the driver may keep the speed increasing instruction switch USW closed until the vehicle reaches a desired speed when starting. When deceleration is required, the deceleration instruction switch DSW may be operated or the brake pedal may be depressed. When the brake pedal is pressed, the automatic speed control (Fc = 1) is released, but when the brake pedal is released, the automatic speed control (Fc = 1) is released.
Then, immediately before this, the memory vehicle speed RVm becomes 0 in steps 16C and 16E of FIG.
It is possible to automatically start the vehicle with a predetermined start characteristic from the extremely low speed value. Therefore, the driver's driving operation becomes easy in the operation in which the vehicle starts and stops relatively frequently.

In the above-described embodiment, the vehicle speed feedback control or the opening control with the throttle opening Sa as the target opening Sao is discriminated by referring to the memory vehicle speed RVm. (17B in Fig. 5)
You may change so that this may be performed with reference to the actual vehicle speed RVs.

High vehicle mobility (Vs) (determination index (RV
(When the speed (RVm) indicated by m) is equal to or higher than the lower limit (LVS)), normal feedback speed control is performed, and the vehicle moving speed (Vs) is low (speed (RVm) indicated by the judgment index (RVm)). Is less than the lower limit (LVS)), increase / decrease means (11,1
The operation amount (Sa) of (2,50) is controlled to the target operation amount (Sao) corresponding to the target speed information (RVm), and the vehicle speed is controlled regardless of the moving speed (Vs). Is reduced.

When the instructing means (SSW, 37, BSW1) is switched to the automatic speed control instruction (SSW closed, 37 is idling opening & BSW1 open), the moving speed (RVs) is substantially less than the lower limit value, which represents zero. The value is written in the memory means (101), but if the input switch (USW) is in the reverse state (a state in which acceleration is specified) at that time, the input switch (USW) is substantially in the reverse state. Speed information of the memory means (101) at a predetermined cycle (Ts)
(RVm) is updated to indicate high speed. At this time, the second speed control means (17B, 19c, 21 in FIG. 5) increases and decreases the speed (1
Since the operation amount (Sa) of (1,12,50) is set as the target operation amount (Sao) corresponding to the target speed information (RVm), the time series of when accelerating the moving body from substantially zero moving speed is used. The moving body is accelerated by the moving speed increasing pattern.

-Second Embodiment- FIG. 13 shows a second embodiment of the present invention. This embodiment is effective when the beacon 140 is installed near the road at every predetermined length of the road or at a key point for road management. Each of the beacons 140 has location information,
Beacon No.i, road information (from Beacon No.i to Beacon N
Curve curvature and road inclination in front of a predetermined distance on the o.i + 1 side,
Also, the curve curvature and road inclination from beecon No.i to beecon No.i-1) are transmitted by radio waves. A number (No.) is assigned to each of the beacons in the order of arrangement along the road, and the vehicles are beacons No.i-1, No.i, N.
The forward direction is defined as going forward in the ascending direction of o.i + 1 and the beacon number, and the reverse direction is defined as the reverse direction. The slope that forms a slope is defined as-. Therefore, when the vehicle travels in the descending direction, it is necessary to invert the sign of the road inclination received from the beacon and process the road inclination information as seen from the own vehicle. In order to prevent interference, different frequencies are assigned to multiple beacons within the maximum area where the radio wave of one beacon is received by the vehicle, but the total number m of these frequencies is fixed. is there.

An antenna for receiving all the frequencies and a radio wave receiver 130 connected to the antenna are mounted on the vehicle, and the radio wave receiver 130 is connected to the communication circuit 119. The radio wave receiver 130 reads the reception level of each of the m frequencies at a predetermined cycle, and tracks the level displacement of the frequency equal to or higher than the predetermined level (reception level change due to the distance change between the vehicle and the beacon as the vehicle advances). And when the reception level of the frequency Fm, which has the highest level among the received frequencies, changes from rising to falling,
That is, when passing through the beacon j that transmits the frequency Fm, the point information and the beacon that are transmitted at the frequency Fm are transmitted.
The control No. j and road information are read, and the traveling direction information (if the previously read Be-con No. is j-1, the forward direction, j +
If it is 1, the backward direction is generated and written in the register, and the received spot information, beacon No. j, and road information are saved in the register.

Then, with reference to the traveling direction information, if the traveling direction information is the outward direction, the vehicle information from the beacon No.i in the road information is read.
The curve curvature and road inclination up to Con No. i + 1 are written in the tracking table (one area of the memory), and the running length counter starts counting the running length of the vehicle. When the traveling direction information is the backward direction, the road curvature data represents the curve curvature and the road inclination from beecon No.i to beecon No.i-1 in the road information. The positive and negative signs are reversed,
The data is written in the tracking table, and the running length counter starts counting the running length of the vehicle (counting up the vehicle speed synchronizing pulse generated by the read switch LSW).

The radio wave receiver 130 performs the above-described radio wave reception, the tracking of the fluctuation of the reception level, and the count-up of the vehicle speed synchronizing pulse, and when the reception level of the maximum reception level frequency passes the peak point, The above-mentioned beacon transmission information is read, the tracking table data is updated, and the vehicle running length is counted (the count value is cleared and the count is restarted).

When the MPU 101 transfers the search distance Ds and requests road information, the radio wave receiver 130 further determines the vehicle running length (count value) of the tracking table.
Curvature R1 and road inclination ρ1 at the position (current vehicle position) is read, and the vehicle running length (count value) + D
The curve curvature R2 and the road inclination ρ2 at the position s (forward of Ds) are read and transferred to the MPU 101. In addition, when the data is not prepared, the data error is transmitted to the MPU 10
Notify 1.

Other configurations and operations of the second embodiment shown in FIG. 13 are similar to those of the first embodiment shown in FIG. 1 described above, and the MPU 101 of the second embodiment controls the control shown in FIGS. The same operation is performed. However, in steps 7 and 8 of FIG.
"PS 120" is read as "radio wave receiver 130".

The contents and effects of the automatic speed control of the second embodiment are the same as those of the above-mentioned first embodiment, so the description thereof will be omitted.

[Brief description of drawings]

FIG. 1 is a block diagram showing a configuration of a first exemplary embodiment of the present invention.

FIG. 2 is a perspective view showing an external appearance of a main part of a throttle valve driver including the motor 50 shown in FIG.

FIG. 3 is a cross-sectional view showing a main part of the throttle valve driver shown in FIG.

FIG. 4 is a flowchart showing a part of an automatic speed control operation of MPU 101 shown in FIG.

5 is a flowchart showing the rest of the automatic speed control operation of the MPU 101 shown in FIG.

FIG. 6 is a flowchart showing the contents of “calculation of target vehicle speed Vo” (18) shown in FIG.

FIG. 7 is a search distance Ds calculated in step 6 of FIG.
(Vertical axis) and the register RVm shown in step 17B of FIG.
3 is a graph showing the relationship of the data (horizontal axis).

8A is a graph showing a target vehicle speed Vor corresponding to a memory vehicle speed Vm and a curve curvature R in front of the vehicle, which is calculated in steps 33 to 35 of FIG. (B) is
Memory vehicle speed Vm calculated in steps 37 to 39 of FIG.
And the target vehicle speed V corresponding to the forward inclination change amount ρ1-ρ2
It is a graph which shows oρ. (C) is step 4 in FIG.
It is a graph which shows the target vehicle speed VoRi corresponding to the memory vehicle speed Vm and the curve change amount RR1-RRm calculated by 1-43.

FIG. 9 shows a “brake lamp control” shown in FIG.
It is a flowchart showing the contents of B).

[Figure 10] "Open loop PWM operation" shown in Figure 5
It is a flowchart which shows the content of (19C).

FIG. 11A is a graph showing a reference pattern of one vehicle speed (Vs) starting from zero vehicle speed and accelerating on a flat road and one throttle opening (Sa), and (b) a target throttle opening (Sao). 7 is a graph showing a correlation between a vehicle speed and a memory vehicle speed (RVm).

12 is a flowchart showing a shift control operation of the shift controller 171 shown in FIG.

FIG. 13 is a block diagram showing a configuration of a second exemplary embodiment of the present invention.

[Explanation of symbols]

1: Throttle body 2: Case 3: Cover 11: Throttle valve 12: Throttle shaft 13: Potentiometer 21: Throttle plate 22,35: Return spring 23, 33a, 36c: Pin 24: Intermediate shaft 31: Accelerator link 32: Accelerator shaft 33: accelerator cable 34: accelerator pedal 36: accelerator plate 37: potentiometer 40: clutch 41: drive plate 41a: leaf spring 42: clutch plate 43: movable yoke 43a: friction member 44: fixed yoke 45: clutch solenoid 46: bobbin 50 : Motor 51, 52: Gear 52a: Shaft 60: Limit switch 70: Printed wiring board 71: Lead 100: Controller 101: MPU (microcomputer) 107: Driver 108,109,111: A /
D converter 110: F / V converter 116, 117: Input circuit 119: Communication circuit 120: GPS: Unit 130: Radio wave receiver 140: Beacon 150: Transistor 151: Re-trigger monomulti 161: Torque converter 162: Overdrive mechanism 163 : Gear conversion mechanism 164: Output shaft 165: Position sensor shift lever 166, 167: Switching solenoid valve 168: Solenoid valve lockup 168: Deceleration switch 169: Rotating shaft 170: Speed detection circuit 171: Gearshift controller 172: Deceleration switch ALP: Alarm lamp BLP: Brake lamp BSW1, BSW2: Brake switch BTT: Battery CPS1: First voltage power supply CPS2: Second voltage power supply LSW: Reed switch Mag: Rotating permanent magnet MSW: Main switch SSW: automatic speed control instruction switch USW: acceleration switch DSW: deceleration switch

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Toru Fujikawa 2-1-1 Asahi-cho, Kariya city, Aichi Prefecture Aisin Seiki Co., Ltd. (72) Inventor Satoshi Terakawa 2-chome, Asahi-cho, Kariya city, Aichi prefecture Aisin Seiki Co., Ltd. (72) Inventor Nobuyuki Kobayashi No. 1 Toyota-cho, Toyota City, Aichi Prefecture Toyota Motor Co., Ltd. (72) Inventor Hiroshi Ito No. 1 Toyota-cho, Aichi Prefecture Toyota Motor Co., Ltd. (72) Inventor Mitsuru Takada 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Co., Ltd. (72) Inventor Shigeo Kaki 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Co., Ltd.

Claims (6)

[Claims] 1. A speed increasing / decelerating means mounted on a vehicle equipped with a transmission for increasing or decreasing its moving speed; a speed detecting means for detecting the moving speed; a memory means for storing speed information;
Target speed setting means for generating target speed information; increases when the target speed information is updated to indicate high vehicle speed, increases the moving speed of the vehicle through the deceleration means, and reduces the target speed information and the moving speed One of them is used as a determination index, and speed control means for instructing 2nd start when the speed represented by the determination index is less than the lower limit value; and downshifting of the transmission from 2nd to 1st in response to the instruction for 2nd start. A vehicle speed control device comprising: automatic transmission means for inhibiting; 2. The apparatus further comprises an operation amount detecting means for detecting an operation amount of the speed increasing / decelerating means, and the speed control means uses at least one of the target speed information and the moving speed as a determination index, and the determination index is When the indicated speed is equal to or higher than the lower limit value, when the moving speed detected by the speed detecting means exceeds the speed indicated by the target speed information, the moving speed of the vehicle is decelerated through the increasing / decelerating means, and the target speed information indicates. A first speed control means for increasing the speed when the speed exceeds the moving speed; and a second start instruction when the speed represented by the determination index is less than the lower limit value, and the operation amount is increased through the increasing / decelerating means. The vehicle speed control device according to claim 1, further comprising second speed control means for setting a target operation amount corresponding to the target speed information. 3. The correlation of the target manipulated variable with respect to the target speed information is increased with respect to the moving speed in a reference pattern representing a time-series moving speed increasing pattern when the vehicle is accelerated from substantially zero moving speed. 3. The vehicle speed control device according to claim 2, which is substantially equivalent to the correlation of the operation amount of the deceleration means. 4. The vehicle speed control device according to claim 1, wherein the target speed setting means includes a memory speed changing means for changing the speed information of the memory means to a high speed one. 5. The memory speed changing means switches the input switch to a reverse state while receiving an operator's operation for designating a speed increase, and returns to the normal state when the operation is cut off. 5. The vehicle speed control apparatus according to claim 4, further comprising a switch input reading means for updating the speed information of the memory means to a value representing a high speed at a substantially predetermined period for a certain period. 6. The apparatus further comprises instructing means for instructing automatic speed control, and the target speed setting means is such that when the moving speed when the instructing means switches to the automatic speed control instruction is equal to or higher than a lower limit value. 6. The vehicle speed control device according to claim 5, wherein a value representing substantially zero is written in the memory means when the value is less than the lower limit value.