JPS63137040A - Speed control device - Google Patents

Abstract

PURPOSE:To prevent the car speed feeling from deteriorating by providing memory maps storing the speed change line for the automatic speed change control and the speed change line for the automatic speed change/constant-speed travel control respectively and prohibiting the preset speed change stage to be set at the predetermined car speed. CONSTITUTION:If a mode switch MS is set to positions E, P for the automatic speed change control, a microcomputer CPU drives shift solenoids SL1, SL2 and a lock-up solenoid SL3 in accordance with the speed change line of the corresponding memory map to perform the automatic speed change. On the other hand, if the position A for the automatic speed change/constant-speed travel control is selected, it drives a release valve RV and a control valve CV based on the car speed deviation to perform the constant-speed travel control and performs the speed change control according to the speed change line with a wider preset hysteresis width of the corresponding memory map. In this case, if the car speed is decreased to the predetermined speed or lower, a large gear ratio different from that for the normal control is maintained as it is. Accordingly, the number of speed changes is decreased, and the car speed is not resumed quickly when the car speed is decreased, thus the car speed feeling can be prevented from deteriorating.

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial Application Fields] The present invention is directed to the functions of an automatic speed change control means such as an electronically controlled 2-speed automatic transmission with an overdrive, and constant speed driving control such as an auto drive. This relates to a speed control device for an automobile that has the function of a vehicle, and in particular, a speed control device that controls the functions of an automatic transmission control device and a constant speed cruise control device, which were controlled independently, by a common control circuit. It is related to.

[Prior Art] For example, in the drive (D) range, the shift control of a vehicle equipped with a conventional automatic shift control device uses a shift map that stores a predetermined shift line based on the vehicle speed and throttle opening at that time; For example, the optimum gear position is selected and controlled in accordance with a shift map in which the shift lines shown in FIG. 14 are stored.

In addition, the lock-up function of an automatic transmission connects the lock-up clutch when the vehicle speed exceeds a certain speed at a specific gear stage, such as 3rd gear or overdrive (4th gear), and torque is applied in the direct clutch state. The output shaft of the converter is directly connected to the engine output shaft (hereinafter, this state is referred to as "lock-up"). Otherwise, the direct-coupled clutch state is released, that is, the lock-up is released, and the input shaft of the torque converter is Connect to the engine output shaft.

In this way, by releasing the lock-up and making use of the torque converter's function, when the car starts, suddenly accelerates, shifts, etc., the gears are changed according to the load, resulting in smooth starting and smooth acceleration. This enables smooth gear changes and prevents the engine from knocking or stopping.

However, when the load is light and the engine speed is high, the torque converter is locked up to prevent power loss due to torque converter slip and a reduction in fuel efficiency.

The constant speed traveling device sets the desired traveling vehicle speed to the set vehicle speed and controls the opening degree of the throttle valve to maintain this set vehicle speed, and performs control according to the road conditions.

[Problems to be Solved by the Invention] However, in a vehicle equipped with the above-mentioned conventional independent automatic transmission control device and constant speed traveling device, even if the vehicle speed is maintained constant while traveling at a constant speed, The automatic transmission control device may detect the state of the throttle opening that has been changed due to this change, and the gear position of the automatic transmission may change.

For example, when driving at a constant speed of 80 km/h on a road with undulations, the throttle opening is 80% on the uphill road, and 40% on the downhill road. At this time, the gear position selectively controlled by the automatic transmission control device is
If the shift map shown in Figure 14 is used, it will be downshifted from OD (overdrive) to 3rd gear on the uphill road.
On the way down, the car is upshifted from 3rd gear to OD.

As described above, when the automatic shift control 1iIl device shifts up or down, it is predicted that some shift shock will be transmitted to the vehicle body and the ride comfort may be poor. In particular, if we assume that a hunting situation occurs where the road has many ups and downs and downshifts and upshifts are repeated, it becomes necessary to consider the riding comfort of the occupants.

Therefore, a technology has been developed in Japanese Patent Application Publication No. 2006-11102 that uses a constant speed driving function to prevent automatic gear shifting while driving at a constant speed, thereby prohibiting gear changes and preventing shocks caused by changing gears while driving at a constant speed. It is disclosed in Publication No. 60-237258.

Furthermore, Japanese Patent Laid-Open No. 56-39354 discloses a technique for releasing the lock-up of a torque converter during gear shifting.

However, it cannot be determined that there will be no need to change gears while driving at a constant speed, and even if the lock-up of the torque converter is released and the gear is shifted, there are many ups and downs in the passageway, resulting in downshifts and upshifts. There are problems such as inability to deal with cases where shifts are repeated, and the technology described in the above-mentioned publication was not necessarily able to perform satisfactory control.

In addition, particularly in constant speed driving control, there is a possibility that a gear ratio higher than that for normal driving is entered and the speed changes suddenly, which may result in poor riding feeling.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned problems, and an object of the present invention is to provide a speed control device that prevents hunting caused by gear changes that occur during constant speed driving and provides a good riding feeling.

[Means for Solving the Problems] The speed control device of the present invention includes an automatic transmission control means for controlling the automatic transmission to change gears according to the vehicle speed or rotational speed output, engine load or throttle opening, and a throttle control device. a constant speed running control means that controls to maintain a predetermined set vehicle speed by controlling the opening degree; a memory map that stores a shift line that controls only the automatic shifting control means; and the automatic shifting control means and the constant speed running control means. It also has a memory map that stores the gear shift lines that control the vehicle at the same time, and prohibits the vehicle from entering a predetermined gear at a predetermined speed.

Further, the speed control device of another invention includes an automatic transmission control means for controlling the automatic transmission to change gears according to the vehicle speed or rotational speed output, engine load or throttle opening, and a predetermined speed control device by controlling the throttle opening. A constant speed running control means for controlling to maintain a set vehicle speed, a memory map storing a shift line and a lockup line for controlling only the automatic shifting control means, and simultaneously controlling the automatic shifting control means and the constant speed running control means. It has a memory map that stores shift lines and lock-up lines, and prohibits the vehicle from entering a predetermined gear at a predetermined speed.

[Function] The present invention includes an automatic transmission control means that controls the automatic transmission to change gears according to the vehicle speed or rotational speed output, engine load, or throttle opening, and a predetermined set vehicle speed by controlling the throttle opening. A speed control device comprising a constant speed running control means for controlling to maintain a constant speed, a memory map storing a shift line when controlling only the automatic speed change control means, and a constant speed running control means for controlling the automatic speed change control means and the constant speed running control means. A memory map is prepared that stores the shift lines to be controlled at the same time, and the hysteresis width is widened to reduce the number of downshift and upshift repetitions when performing constant speed driving control during automatic shift control. . Also, since it prohibits the vehicle from entering a predetermined gear at a predetermined speed, when the vehicle speed drops below a predetermined speed, a large gear ratio different from normal control is used to rapidly bring the vehicle speed back. Because it doesn't try to do that, it doesn't make the ride feel worse.

and a speed control having a memory map storing a shift line and a lock-up line for controlling only the automatic shift control means, and a memory map storing a shift line and a lock-up line for simultaneously controlling the automatic shift control means and the constant speed running control means. In particular, in a device, a memory map that stores a lock-up line that simultaneously controls the automatic shift control means and constant-speed running control means can have a narrower hysteresis width than a lock-up line that controls only the automatic shift control means, and can have a slightly smaller hysteresis width. It can also respond to load fluctuations.

[Embodiment] FIG. 1 is a control circuit diagram configuring electronic control means of a speed control device according to an embodiment of the present invention.

In the figure, the microcomputer CPU is a microcomputer,
It is also called a one-chip microcomputer or microprocessor, and is composed of a control section, an arithmetic section, and registers. Battery B
E is a direct current power supply for the vehicle, and a constant voltage power supply circuit CON is for supplying power to the microcomputer CPU, input interface circuit IP, and output interface circuit OP, and the operating state changes when the ignition switch IG is turned on. The speed sensor SP1 is a reed switch configured by forming a pair with a magnet connected to a speedometer cable, and obtains a pulse number proportional to the speed. The speed sensor SP2 is a reed switch configured by forming a pair with a magnet that rotates integrally with the output shaft attached to the output shaft of the automatic transmission, and obtains a pulse number proportional to the rotation speed of the output shaft. The reed switch of the speed sensor SP1 is connected to the base of the transistor Q1 via the diode D1 and the resistor R1, and when the reed switch of the speed sensor SP1 is turned on, the transistor Q1 is turned on and a voltage is applied to the terminal of the resistor R3. The input port P1 of the microcomputer CPU becomes 'H11. Also, the speed sensor S
When the switch P1 is off, the transistor Q1 is turned off by the resistor R2, the terminal of the resistor R3 becomes ground potential, and the input port P1 of the microcomputer CPU becomes LIT. And the speed sensor S
The reed switch P2 is connected to the base of the transistor Q2 via a resistor R5, and the speed sensor SP2
When the reed switch is on, the transistor Q2 is turned on and a voltage is applied to the terminal of the resistor R7, and the input port P2 of the microcomputer CPU becomes H11. Furthermore, when the reed switch of speed sensor SP2 is off, transistor Q2 is turned off by resistor R4 and resistor R6, the terminal of resistor R7 becomes ground potential, and input port P2 of microcomputer CPtJ becomes "LIT".
becomes.

The shift position switch SPS is a switch that detects the position of the shift lever. N indicates that the shift lever is in the neutral range, D indicates that the shift lever is in the drive range, 2 indicates that the shift lever is in the 2nd gear range, and L indicates that the shift lever is in the 1st gear range. The detection switch detects the neutral range detection switch 5PS-N and the 2nd speed range detection switch 5PS-N.
PS-2 and 1st speed range detection switch 5PS-1 are connected to pull-down resistors R8, R9, and RID, respectively, and when the shift lever is not in the respective position, the buffer amplifier D
The outputs of RI, DR2, and DR3 become the same, and the input ports P3, R4, and R5 of the microcomputer CPU become ``Lop.'' Also, the shift lever stops at the predetermined position, and the neutral range detection switch 5PS-N
, 2nd speed range detection switch 5P3-2. When the 3rd speed range detection switch 5PS-3 is turned on, the battery power supply BE
becomes the input of buffer 7 amplifiers DR1, DR2, and DR3, and its output becomes "H11", which is input to the microcomputer C.
Input ports p3, R4, and R5 of the PU become HII.

The mode switch MS is a switch that switches to the automatic shift control mode at the E and P positions, and to the automatic shift constant speed traveling control mode at the A position. At position P, battery BE connects to resistor R11.
It becomes the input of the buffer amplifier DR4 via the buffer amplifier DR4, its output becomes "HD", and the input port P6 of the microcomputer CPU becomes "HII". At position P, battery BE becomes input to buffer 7 amplifier DR5 via resistor R12,
The output becomes H'', and the microcomputer CPtJ
The input port P7 becomes "H". Mode switch MS
At the P position and A position where the is not in a stopped state, the pull-down resistor R
13 or pull-down resistor R14, it becomes the input of buffer amplifier DR4 or DR5, and its output becomes “L”.
11, and the input port P6 or R7 of the microcomputer CPU becomes lIT.

The throttle opening sensor SS detects the amount of depression of the accelerator pedal or the throttle opening, and in this embodiment,
The throttle opening is determined by the 3-bit contacts Ll and L2 on the code board.
．． Throttle opening degrees in 0 to 7 stages are output as the H (high level) and L (low level) signals of L3. Note that the contact IDL supplies a signal to detect that the foot is released from the throttle. In other words, 3 on the chord board
When the bit contacts L1, L2, and L3 are on,
It becomes an input to buffer amplifiers DR6, DR7, and DR8 via series resistors R15, RlB, and R17, and its output becomes 'L', and the human power ports P8, R9, and PIO of the microcomputer CPU become 'L'.

Also, the 3-bit contacts Ll and L2 on the code board.

When L3 is off, pull-up resistor R18゜R19
, R20, the inputs of buffer amplifiers DR6, DR7, and DR8 are set to “H” via series resistors R15, R16, and R17.
tp, and the input ports P8, R9, and PIO of the microcomputer CPU become "H41."

Common contact ■ Togi with leaf on, diode D2 and resistor R
The base current of the transistor Q3 flows through 21, turning on the transistor Q3 and applying a voltage to the terminal of the resistor R23, which connects the input port P of the microcomputer CPU.
11 becomes "H". When the common contact ■D[ is off, the transistor Q3 is turned off by the resistor R22, the terminal of the resistor R23 becomes the ground potential, and the input port P11 of the microcomputer CPU becomes "L11".

The voltage of battery BE is connected to input port P12 through fuse F.
It is applied via U, and resistor R24 and resistor R25.
As a result, the transistor Q4 is turned on, and the input port P12 of the microcomputer CPU is set to "L".

When the fuse FU is blown due to an abnormality in the brake system, etc., the transistor Q4 is turned off, and the input port P12 of the microcomputer CPU is turned off (4HI
Let it be T.

The brake switch 83 operates when the brake is depressed, and at this time lights up the brake lamp BL. That is, when the brake is depressed and the brake switch BS is turned on, the voltage of the battery BE is turned on by the resistor R27 and the resistor R2B, and the transistor Q5 is turned on.
Input port P13 of microcomputer CPU is set to L''
shall be. When the brake pedal pressure is released and the brake switch BS is turned off, the transistor Q5 is turned off and the input port P13 of the microcomputer CPU is set to "H11".

Parking switch PK is a detection switch that detects that the shift lever is in the parking position.
This is a switch that turns on when the vehicle is in the parking position.

When the parking switch PK is turned on, the transistor Q6 is turned on by the resistor R30, resistor R31, resistor R32, and diode D3, and a voltage drop occurs across the resistor R33, causing the input port P14 of the microcomputer CPU to become "H".
In addition, when the parking switch PK is turned off, the transistor Q6 is turned off, and the input port P14 of the microcomputer CPU becomes "LQ" due to the resistor R33.

The set switch SP is used to set the constant speed traveling control means to a predetermined speed, and when the set switch SP is turned on, the current traveling speed is set as the constant traveling speed. That is, when the set switch SP is on, the base current of the transistor Q7 flows through the diode D4 and the resistor R34, the transistor Q7 is turned on, a voltage is applied to the terminal of the resistor R3B, and the input port P15 of the microcomputer CPU is " When the set switch SP is off, the transistor Q7 is turned off by the resistor R35, the terminal of the resistor R3B becomes the ground potential, and the input port P15 of the microcomputer CPU becomes "L".

The resume switch R3 is used to set the constant speed traveling control means to a predetermined speed, and then once the constant speed traveling is stopped, the constant speed traveling is controlled again at the set speed. When turned on, constant speed driving control is re-entered. That is, when the resume switch R3 is on, the base current of the transistor Q8 flows through the diode D5 and the resistor R37, the transistor Q8 is turned on, and a voltage is applied to the terminal of the resistor R39, and the input port P16 of the microcomputer CPU is set to 1. (Hl#. Also, when the resume switch R8 is off, the transistor Q8 is turned off by the resistor 838, and the resistor R3
Terminal 9 becomes ground potential, and the microcomputer C
The input port P1B of the PU becomes "L".

The vacuum switch vS detects the pressure state of a surge tank that stores negative pressure that controls the constant speed running control means, and operates when the pressure decreases. That is, the negative pressure in the surge tank controlled by a release valve RV and a control valve CV, which will be described later, is supplied by a vacuum pump VP driven by a vacuum pump motor M, and the supply pressure is detected by a vacuum switch VS. Ru. When the vacuum switch S is turned on, the base current of the transistor Q9 flows through the diode D6 and the resistor R40, the transistor Q9 is turned on, a voltage is applied to the terminal of the resistor R42, and the input port P17 of the microcomputer CPU is "H". ”. Also, when the vacuum switch ■S is off, the resistor R41
As a result, the transistor Q9 is turned off, the terminal of the resistor R42 becomes the ground potential, and the input port P17 of the microcomputer CPU becomes "L".

The constant speed running main switch ADS has a constant speed running function when its contact is ON, and cancels the constant speed running function when its contact is OFF. When the constant speed running main switch ADS is on the contact ON side, the base current of the transistor Q10 flows through the diode D7 and the resistor R43, the transistor QIO is turned on, a voltage is applied to the terminal of the resistor R45, and the microcomputer CPU input port P18
becomes “H”.

Further, when the constant speed running main switch ADS is on the contact OFF side, the transistor QIO is turned off by the resistor R44, the terminal of the resistor R45 becomes the ground potential, and the input port P18 of the microcomputer CPU becomes L".

The output side of the microcomputer CPU is connected as follows.

Shift solenoid SL1 and shift solenoid SL2 are actuators that determine the gear stage of an automatic transmission, and shift solenoid SLI and shift solenoid SL2 are energized and de-energized to shift from 1st speed to OD (overdrive).
Lock-up solenoid S
L3 is an actuator that determines the gear stage of the automatic transmission, and performs lock-up control by energizing and de-energizing the actuator. When the lock-up solenoid SL3 is in an energized state, it is locked up, and when it is not energized, it is released from lock-up.

The output port P21 of the microcomputer CPU is ii
When Hu, the output of buffer amplifier DRII is “H”
, transistor Q21 is turned off, and SHIFT 1 to solenoid SLI are de-energized. Output port P21 is “L”
At IF, the output of buffer 7 amplifier DRII is 11
LIT, transistor Q21 is turned on, and the shift-lenoid SLI is energized. Shift solenoid S
When L1 is in a de-energized state, the high impedance pull-up resistor R54 at the input of the buffer 1 amplifier DR12 is pulled to ground potential by the low impedance shift solenoid SL1, and "L" is input to the input port P22 of the microcomputer CPU. Ru. Further, when the shift solenoid 51-1 is in the excited state, the buffer amplifier DR1
2 input is supplied with current from the low impedance resistor R51 to the shifton lens SL1, the voltage drop becomes high, and the input port P22 of the microcomputer CPU is input.
"H" is input to.

When the shift solenoid SL1 is in an abnormal state, for example, when the wire is disconnected, the output of the buffer 7 amplifier DR12 becomes a high voltage state due to the high impedance pull-up resistor R54 when the shift solenoid SL1 is in a de-energized state, and the input of the microcomputer CPU is "HP+" is input to port P22. Also, when the shift solenoid SL1 is in the energized state in the short-circuit state, the voltage drop will be low,
“L” is input to the input port P22 of the microcomputer CPU.
” is input.

Therefore, when the shift solenoid SL1 is in an abnormal state, the input board 22 of the microcomputer CPU
The 0 input is inverted compared to the normal state signal. Therefore, by determining the state of the output port P21 and the state of the input port P22 of the microcomputer CPtJ, the normal operation of the shift solenoid SL1 can be determined.

Output port P23 of microcomputer CPU is H″
When , the output of buffer amplifier DR13 is 11 HPI
, transistor Q22 is turned off and shift solenoid SL2 is de-energized. Output port P23 is “L”
At the time of IT, the output of buffer amplifier DR13 is “L''
, transistor Q22 is turned on, and the shift solenoid SL2 is energized. When the shift solenoid SL2 is in a de-energized state, the high impedance pull-up resistor R55 at the input of the buffer amplifier DR14 is pulled to ground potential by the low impedance shift solenoid SL2, and the input port P of the microcomputer CPU is
"LIT" is input to 24. Also, when shift solenoid SL2 is in an excited state, current is supplied from low impedance resistor R52 to shift 1 to solenoid SL2 at the input of buffer amplifier DR14, and the voltage drop therebetween becomes high. , a horn boat with a microcomputer CPU P24
H″ is input to .

The output port P25 of the microcomputer CPU is
H”, the output of buffer 7 amplifier DR15 is 4Hz
Transistor Q23 is turned off and lock-up solenoid SL3 is de-energized. Output port P25 is L
When ``L'', the output of the buffer amplifier DR15 is ``L u
, transistor Q23 is turned on, and lock-up solenoid SL3 is energized. When lock-up solenoid SL3 is de-energized, buffer amplifier DR1B
The high-impedance pull-up resistor R5B is pulled to ground potential by the low-impedance lock-up solenoid SL3, and the input of the microcomputer CP
'L' is input to U's input port P26.

Furthermore, when the lock-up solenoid SL3 is in the energized state, current is supplied to the lock-up solenoid SL3 from the low impedance resistor R53 at the input of the buffer 7 amplifier DR1B, and the voltage drop increases, causing the input port P26 of the microcomputer CPU to “HII is input.

Shift solenoid SL2 and lock-up solenoid S
Regarding L3, similarly to shift solenoid SL1, it is possible to determine an abnormality such as short circuit or disconnection of the solenoid.

Note that the diode D11. D12. D13 is a flywheel diode. Also, buffer amplifier DR
11 to DR20 function as drive circuits.

The release valve RV and the control valve CV are used to determine the degree of opening and closing of the throttle valve using a negative pressure actuator.During constant speed driving control, the set vehicle speed and the vehicle speed at that time are compared, and the above-mentioned The control valve CV forms a path for sending the negative pressure of the surge tank to the negative pressure actuator side when the solenoid is in an energized state, and blocks the path when it is in a non-energized state. Further, the release valve RV discharges the negative pressure of the negative pressure actuator to the atmosphere when the solenoid is in a non-energized state, and blocks the path when the solenoid is in an energized state.

That is, the output port P27 of the microcomputer CPU
When Htt and output port P29 are "L", transistor Q24 and transistor 02E) are turned on, and the solenoid of release valve RV is energized.

Output port P27 is “L” and output port P29 is H
'', transistors Q24 and 1 to transistor Q2
6 is turned off, and the solenoid of the release valve RV becomes de-energized. Output port P2B of microcomputer CPU is “H” and output port P29 is “L tt
At this time, transistor Q25 and transistor Q26 are turned on, and the solenoid of control valve CV is energized. When output port p2B is 11 L II and output port P29 is “Hrp”, transistor Q2
5 and transistor Q26 are turned off, and the solenoid of control valve RV is de-energized.

In addition, release valve RV and control valve CV
The negative pressure in the surge tank controlled by is supplied by a vacuum pump, and the vacuum pump VP is driven by a vacuum pump motor M. When the output port P30 of the microcomputer CPU is "LIP", the output of the buffer 7 amplifier DR20 is "L", and the transistor Q27 is turned on, so that the vacuum pump motor M is in the driving state. When is "H", the output of buffer amplifier DR20 becomes "H"', transistor Q27 is turned off, and is in a stopped state.

The control circuit of the speed control device of this embodiment configured as described above is controlled as follows.

2 to 7 are general flowcharts for controlling the speed control device of this embodiment.

First, in step G1, the memory and output ports necessary for executing this control are initialized. In step G2, the status of each input boat is read. Then, it determines whether the current control state is constant speed driving control during automatic speed change control (automatic speed constant speed driving control), and executes a routine that determines the conditions for entering automatic speed change constant speed driving control. do.

In step G3, it is determined whether the constant speed driving main switch ADS is on or off, and when the constant speed driving main switch ADS is on in step G3, the constant speed driving set flag is set (H'') in step G4. When the constant speed running set flag is set, it is determined in step G5 whether the gears are currently being shifted.If the gears are not currently being shifted in step G5,
In step G6, an ECT-A/D (automatic shift constant speed running control) flag is set to perform constant speed running control during automatic shift control. In step G7, it is determined whether the constant speed driving cancel flag for canceling the constant speed driving control is set,
When the constant speed driving cancel flag is lowered (“L′′) in step G7, this judgment routine is exited.
If it is determined in step G3 that the constant speed driving main switch ADS is in the OFF state, it is further determined in step G8 that the gear is currently being shifted, or it is determined in step G8 that the gear is not currently being shifted. If so, the ECT-A/D flag is lowered in step G9, and this judgment routine is exited. That is, if the gear shift is currently in progress, that state is continued, and the E and CT-A/D flags are raised or lowered when the gear shift is completed.

Next, by looking at the ECT-A/D flag, a shift map is selected for automatic shift constant speed traveling control or automatic shift mlJ. In addition, the control when the driver operates the accelerator, that is,
If a kickdown request is made by rapidly opening the throttle, automatic shift control is entered even if the conditions for entering automatic shift constant speed running control are met.

First, in step G10, the speed of the currently running vehicle is calculated.

In step G11, it is determined whether the ECT-A/D flag is set, and when the ECT-A/D flag is not set, in step G21, a shift map for automatic shift used only during automatic shift control shown in FIG. Select, step G22
Select the automatic shift lock-up map shown in FIG. 11, which is used only during automatic shift control. Then, in step G23, the gear position and lock-up clutch state corresponding to the current vehicle speed are searched from the automatic transmission shift map and the automatic transmission lock-up map, and in step G24, the automatic transmission shift map and the automatic transmission lock-up map are searched for. Based on the shift lockup map data, it is determined whether the gear position and lockup clutch state are appropriate according to the current vehicle speed.

When the ECT-A/D flag is set in step G11, it is determined in step G12 whether the accelerator operation flag is set. Normally, at the beginning of this control, the accelerator operation flag is not set, so in step G13, the accelerator operation is detected, that is, the variable of the throttle opening sensor SS is detected. If a predetermined variable of the throttle opening sensor SS is detected in step G'14, step G1
4 to step G15, and an accelerator operation flag is set. Furthermore, since a relatively long timer is used during automatic shift constant speed running control in step G16, the upshift prohibition timer TimI, which has been set for a longer period of time, is cleared. Then, in step G21, a shift map for automatic shift used only during automatic shift control shown in FIG. 10 is selected, and in step G22, a lockup map for automatic shift shown in FIG. 11 used only during automatic shift control is selected. select. Furthermore, in step G23, the gear position and lock-up clutch state corresponding to the current vehicle speed are searched from the automatic transmission shift map and the automatic transmission lockup map, and in step G24, the automatic transmission shift map and the automatic transmission lockup map are searched. Based on the shift lockup map data, it is determined whether the gear position and lockup clutch state are appropriate according to the current vehicle speed.

Further, if it is determined in step G12 that the accelerator operation flag is set, and if it is determined in step G17 that the vehicle speed difference B is smaller than a predetermined threshold, the accelerator operation flag is lowered in step G18, and in step G19 12th
In step G2Q, the selection of the shift map for automatic shift constant speed running used during the automatic shift constant speed running control shown in the figure is selected as the lockup map for automatic shift constant speed running used during the automatic shift constant speed running control shown in Fig. 13. Then, in step G23, from the automatic transmission constant speed driving shift map and automatic transmission constant speed driving lockup map,
The gear position and lock-up clutch state corresponding to the current vehicle speed are searched, and in step G24, the current vehicle speed is determined from the data of the automatic transmission constant speed driving shift map and the automatic transmission constant speed driving lockup map data. Determine whether the gear position and lock-up clutch state are appropriate depending on the situation. Note that this routine also performs the processing of the routine from step G19 to step G24 even if the accelerator operation is detected in step G13 and the detected variable is determined to be less than the threshold value of the predetermined throttle opening sensor νSS in step G14. Become.

Then, if it is determined in step G12 that the accelerator operation flag is set, and furthermore, if it is determined in step G17 that the vehicle speed deviation is larger than a predetermined threshold value, the routine from step G21 to step G24 is executed. .

That is, when the driver operates the accelerator due to a kickdown or the like, an accelerator operation flag is set in step G15, and then the flag is set only during automatic shift control in step G21 until the vehicle speed deviation becomes small in step G17. Select the shift map for automatic shift to be used in step G22.
Select the lock-up map for automatic gear shift to be used only during automatic gear shift control. Then, when the vehicle speed deviation becomes smaller in step G17, the selection of the automatic speed change map for constant speed driving to be used in automatic speed constant speed driving control in step G19 is used in step G20 for automatic speed changing constant speed driving control. Selects the lockup map for automatic speed change and constant speed driving.

Next, control of the lock-up clutch during constant speed driving control is started.

Checking the state of the ECT-A/D flag in step G30,
It is determined whether the automatic transmission constant speed driving control is being performed, and when the constant speed driving control is being performed, it is determined in step G31 whether the vehicle speed deviation is greater than or equal to a predetermined threshold value, and when the vehicle speed deviation is greater than or equal to the predetermined threshold value, the automatic transmission is performed in step G32. The transmission's torque converter function releases lockup to obtain torque. That is,
During constant speed running control, the lock-up of the torque converter is released when a predetermined vehicle speed deviation becomes large regardless of the shift line. In step G33, a lockup prohibition timer TimII for prohibiting lockup is set to 5 seconds and started.

Further, when it is determined in step G30 that constant speed driving control is being performed, and it is determined in step G31 that the vehicle speed deviation is smaller than a predetermined threshold value, it is determined in step G34 whether the vehicle speed deviation is small enough to maintain the lock-up state, When the vehicle speed deviation is small, lockup is permitted in step G35.

Next, the actual gear shifting operation begins, and various timers are set to obtain the timing for gear shifting.

If it is determined in step G36 that a shift is necessary as a result of the processing in step G23 and step G24, it is determined in step G38 whether the current vehicle speed is 50 km/h or more, and if the current vehicle speed is not 50 km/h or more, , the gear stage to be changed in step G39 is first gear or second gear.
If the gear position is the first, second, or fourth gear, the routine for shifting from step G40 to step G45 is bypassed. That is, if the current vehicle speed is less than 5 Q Km/h and the gear position to be changed is first or second gear, the automatic transmission does not downshift. Also, the current vehicle speed is 50km.
If the speed is less than /h, shifting up to fourth gear is prohibited.

If it is determined that a shift is necessary and the current vehicle speed is determined to be 5QKm/h or more in step G38, the routine for shifting from step G40 to step G45 is entered.

That is, the gear position to be changed is set in step G40. Is the ECT-△/D flag set in step G41, that is, whether automatic gear change constant speed driving control is in progress?E
The state of the CT-A/D flag is determined, and when the ECT-A/D flag is not set, the setting time limits of various shift timers during automatic shift control are searched in step G42, and the upshift delay timer T is searched in step G43. Determine the time-up of iml[I. The upshift delay timer Timl[ has timed up, and step G44
When it is determined that the full shift timer lower 1 to T5 or the shift timer T1 is not operating at the initial value, the shift timer T1 to T5 is started in step G45. Also, in step G36, step G23 and step G24
As a result of the process, if it is determined that there is no need to shift, the upshift delay flag that delays the upshift operation for a certain period of time is lowered after determining the upshift in step G37. Then, in step G46, the shift timers T1 to T
5 is determined and the shift timer T1 is set.
~When the set time limit of T5 times up, step G
In step 47, it is determined whether the set time limit of the upshift inhibition timer TimI has expired, and the upshift inhibition timer TimI is set.
When ml is up to the set time limit, it is further determined in step G48 whether an upshift is being performed, and step G4 is performed.
When the upshift is in progress at step G49, it is determined by the upshift prohibition flag that the upshift is prohibited, and if the upshift prohibition flag is not set, step G50
Outputs the gear position and lock-up clutch status.

Further, when an upshift is not being performed in step G48, the gear position and the state of the lock-up clutch are outputted in step G50.

However, in step G46, when the set time limits of the shift timers T1 to T5 have not elapsed, and in step G47, when the set time limits of the upshift prohibition timer TimI have not elapsed, it is determined that an upshift is in progress in step G48, and in step G49
When the upshift prohibition flag is set, the gear position and lock-up clutch status are not output.

Note that if it is determined in step G41 that the ECT-A/D flag is set, and furthermore, that the accelerator operation flag is set in step G51, the driver's kickdown operation is performed by rapidly opening the throttle. Since the request is assumed, automatic shift control is performed, and the routine processing from step G42 to step G50 is performed.

When it is determined in step G41 that the ECT-A/D flag is set and the accelerator operation flag is lowered in step G51, it is determined in step G52 whether the gear shift is an upshift or a downshift.

In the case of a downshift, a downshift timer for constant speed running is searched for in step G62, and an upshift inhibition timer TimI is set and started in step G63.

In step G64, the upshift delay flag is lowered, and the routine from step G43 to step G50 is executed.

If the shift is determined to be an upshift in step G52, the upshift timer for constant speed running is searched in step G53, and an upshift delay flag is set to indicate that the upshift judgment has been violated and to delay the upshift for a certain period of time in step G54. determine whether When the upshift delay flag is not set, the upshift delay timer T 1ml1ll is set to 5 seconds in step G55, and the upshift delay timer T is set to 5 seconds in step G56.
Start 1m1Il.

Further, in step G57, the current driving force TN is calculated, in step G58, the maximum driving force TN+1 after upshifting is calculated, and in step G59, the calculated current driving force T is calculated.
Compare N with the maximum driving force TN+1 after upshifting,
If TN<TN+1 is not satisfied, an upshift prohibition flag is set in step G60 to prohibit upshifting.

When TN<TN+1, the upshift prohibition flag is lowered in step G61 to cancel the upshift prohibition. After the processing of step G60 or step G61, the routine processing of step G50 is performed from step G43.

Note that the driving force is Driving force = engine torque x gear ratio x reduction ratio X power transmission efficiency X torque converter torque conversion ratio ×loss correction coefficient It is expressed as

Next, throttle opening control is started to reduce shift shock when a shift occurs during constant speed running control. At the end of this process, the state of mode switching of the automatic transmission control means is checked.

It is determined in step G70 whether the accelerator operation flag is set, and when the accelerator operation flag is not set, it is determined in step G71 whether the ECT-A/D flag is set, and when the ECT-A/D flag is set, Further, in step G72, it is determined whether the shift is necessary during a gear change. That is, if the accelerator operation flag is set after entering the automatic shift constant speed driving control, it means that a kickdown request has been made. If the gear is currently being changed, it is determined in step G73 whether a throttle hold flag is set to reduce the opening of the throttle during the gear change. When the throttle hold flag is not set, the throttle hold flag is set in step G74, the current driving force TN is calculated in step G75, and the current driving force TN is calculated in step G76. Throttle opening θN
Calculate. Then, in step G77, it is confirmed that the set time limit of the shift timer has not elapsed, that is, the shift period is in progress,
In step G78, the throttle opening degree θN is set,
In step G79, the duty ratio of the negative pressure actuator of the constant speed running control means is controlled to maintain the throttle opening θN. Then, in step G96, the resume switch R3 is turned off, and in step G97, the brake switch B is turned off.
S and parking switch PK are off, step G98
It is confirmed that it is in the D range, and further, step G9
If it is confirmed in step 9 that the running speed is not lower than the minimum set running speed of 40 km/h for constant speed running, the routine returns to step G2.

If it is not determined in step G72 that the gear is being shifted, it is determined in step G90 whether the constant speed running main switch ADS is on or off, and if the constant speed running main switch ADS is on, the current constant speed running speed is determined in step G91. Determine whether it is set.

When constant speed running set switch SP or resume switch R3 is turned on and the set vehicle speed is set,
In step G92, lower the constant speed driving cancel flag,
Also, set the constant speed running set flag. Step G93
When it is determined that the ECT-A/D flag is set, constant speed running control is entered in step G94. Then, in step G95, the throttle hold flag is lowered, and the routine from step G96 to step G100 is executed.

By the way, in the initial stage when the constant speed running set flag is set in step G92, the ECT-A/D flag is not set in step G93, so the steps from step G96 to step G1
00 routine processing is performed. Further, when the constant speed driving main switch ADS is turned off in step G90, the constant speed driving cancel flag is set in step G101, and the constant speed driving set flag is lowered, the routine processing from step G99 to step G100 is also performed. .

When the resume switch R8 is turned on in step G96, the constant speed driving cancel flag is lowered in step G102, and it is confirmed that the brake switch BS and parking switch PK are turned on in step G97, or that the vehicle is not in the D range in step G98. If so, a constant speed running cancel flag is set in step G103. Then, in step G99, the lowest setting traveling speed for constant speed traveling is 4.
When it is determined that Q Km/h or less, step G'lOO
After setting the constant speed running cancel flag and lowering the constant speed running set flag, the routine returns to step G2.

Also, if it is determined in step G77 that the set time limit of the shift timer has not elapsed, steps G90 to G"
Processes the routine too.

That is, in order to enter automatic shift constant speed running control from automatic shift control, constant speed running main switch ADS is pressed in step G90.
is turned on, and when the constant speed running set switch SP or the resume switch R3 is turned on in step 91 and the set vehicle speed is set, the constant speed running set flag is set in step G92, and this is determined in step G4. However, when it is determined in step G5 that the shift timer has timed up, the ECT-A/D flag can be set in step G5. Then, in step G41, ECT-
The state of the A/D flag is judged, and when the ECT-A and /D flags are set, the upshift timer for constant speed driving or the downshift timer for constant speed driving is selected, and in the case of upshifting, the determines whether the maximum driving force when upshifting is greater than or equal to the current driving force. Then, when it is confirmed in step 93 that the ECT-A/D flag is set, automatic speed change constant speed running control can be entered.

Conversely, to enter automatic shift control from automatic shift constant speed running control, resume switch R3 is turned off in step G96, brake switch BS or parking switch PK is turned on in step G97, and when the vehicle is not in the D range in step G98, A high-speed driving cancel flag is set, and in step G99, the minimum set driving speed for constant-speed driving is set to 4Q.
If it is determined that the speed is less than Km/h, a constant speed running cancel flag is set, which is determined in step G7, and when it is determined that the time-up of the shift timer is up in step G8, the ECT-A/D flag is set in step G9. I can put it down on the left. Then, in step G41, the state of the ECT-A/D flag is determined, and when the ECT-A/D flag is down, a shift timer for automatic shift control is selected, and further, in step G93, the ECT-A/D flag is When it is confirmed that the D flag is lowered, automatic shift control can be entered from automatic shift constant speed running control.

Further, the routine from step G11 to step G23 in the general flowchart will be explained in detail using the general flowchart shown in FIG. 8 which shows partial details of the general flowchart.

In step 1 (G11), it is determined whether the ECT-A/D flag is set. That is, when the ECT-A/D flag is set, it means that ECT-A/D control is being performed, so it is determined whether automatic shift constant speed driving control is being performed. E
When the CT-A/D flag is not set, that is, when only automatic shift control is used, select the shift map for automatic shift to be used only during automatic shift control in step 14, and proceed to step 1.
Step 5 selects the automatic shift lock-up map to be used only during automatic shift control. In this way, the address of the memory map storing the shift line for selecting the torque converter with the direct coupling clutch as the gear according to the rotational output and the throttle opening degree is specified only during normal automatic shift control. FIGS. 10 and 11 show the automatic transmission shift map and automatic transmission lock-up map selected at this time.

Fig. 10 shows a shift map for automatic shifting that stores the shift line to be selected as the gear position according to the rotation speed output and throttle opening, and Fig. 11 shows the lock-up clutch map according to the rotation speed output and throttle opening. This is a lock-up map for automatic transmission that stores lock-up lines to be controlled.

In the figure, ``l-2.2-3.3-4'' indicates the change in gear position when upshifting, and 4-3゜3-2.2-
1 indicates the change in gear position when downshifting; 20 (lock-up on), 30 (lock-up), 40
On, 2 off (lock up off), 3 off, and 4 off indicate the lock amplifier state (lock up on) and lock up release state (lock up off) of each gear stage.

Then, as described above, in step G23 of the general flowchart, the gear position and lock-up clutch state corresponding to the current vehicle speed are searched from the automatic shift shift map and the automatic shift lock-up map, and in step G2
4, the gear stage and lock-up clutch state corresponding to the current vehicle speed are determined from the automatic transmission shift map and automatic transmission lock-up map searched above.

When the 20-A/D flag is set in step 1 (G11), an attempt is made to enter automatic speed change constant speed running control, and in step 2 it is determined whether the accelerator has been operated by checking whether the accelerator operation flag is set.

Even if the accelerator operation is not detected in step 2, the state of the accelerator operation is detected as the throttle opening in step 3, and it is determined whether the opening is equal to or greater than a predetermined opening (the R large throttle opening may be set). When the throttle opening is greater than or equal to a predetermined opening, an accelerator operation flag is set in step 5, indicating that the accelerator operation is detected, that is, the variable of the throttle opening sensor SS is greater than or equal to a predetermined value. Furthermore, since a timer with a relatively long time limit is used during the automatic shift constant speed running control in step 6, the upshift prohibition timer TimI, which has a set time limit, is cleared. Then, in step 14, a shift map for automatic shift is selected to be used only during automatic shift control, and in step 15, a lock-up map for automatic shift is selected to be used only during automatic shift control. In other words, the routines of Step 2, Step 3, Step 5, and Step 6 mean that a kickdown such as an acceleration request is performed during automatic shift constant speed driving control, so at this time, constant speed driving control operation is performed. This is to control only automatic gear shift control without having to draw in the transmission. Note that, in the following, the processing from step G23 onward is similarly performed.

Further, when it is determined in step 2 that the accelerator operation flag is set, it is determined in step 7 whether the vehicle speed deviation has become smaller than a predetermined threshold value. That is, as a result of an acceleration request due to kickdown or the like, the vehicle speed increases and the vehicle speed deviation is determined to be smaller than a predetermined threshold value by subtracting the constant speed setting speed from the current vehicle speed in step 7 to calculate the vehicle speed deviation. When the result of subtracting the constant speed setting speed from the current vehicle speed is negative in step 8, the vehicle speed difference B is set to a positive value in step 9. In this way, the absolute value of the vehicle speed deviation is obtained in steps 7 to 9, and it is determined in step 10 whether the vehicle speed deviation has become smaller than a predetermined threshold value Q, 5 km/h. In step 10, the vehicle speed difference of 8 is the predetermined threshold of 0, 5 km.
When it is determined that the value is smaller than /h, the accelerator operation flag is lowered in step 11. Then, in step 12, a shift map for automatic shift constant speed running to be used during constant speed running control during automatic shift control is selected, and in step 13, automatic shift constant speed running control to be used during constant speed running control during automatic shift control is selected. Select lockup for use. Also, step 10
When it is determined that the vehicle speed deviation is not smaller than the threshold value of 0 or 5 m/h, step 14 selects a shift map for automatic shift to be used only during automatic shift control, and step 15 selects a shift map for automatic shift control. Selects the lock-up map for automatic transmission that is used only when That is, the routines of step 2, step 7, step 8, step 9, step 10, and step 11 mean that the conditions for automatic speed change constant speed driving control are satisfied, so the constant speed driving control operation during automatic speed change control is performed. In other words, the automatic speed change constant speed traveling control operation is performed.

Incidentally, FIGS. 12 and 13 show a shift map for automatically changing constant speed traveling and a lockup map for automatically changing constant speed traveling selected at this time.

Fig. 12 is a shift map for automatic shifting constant speed driving that stores the shift line to be selected as the gear according to the rotational speed output and throttle opening, and Fig. 13 is a shift map for automatic shifting that stores the shift line to be selected as the gear according to the rotational speed output and throttle opening. This is a lock-up map for automatic transmission constant speed driving that stores the lock-up line that controls the up clutch.

In the figure, 1-2.2-3.3-4 indicates the change in gear position when upshifting, and 4-3゜3-2.2-1
indicates the change in gear when downshifting, and 20 (lock-up on), 30 (lock-up), 40 (lock-up), 2-off (lock-up off), 3-off, and 4-off indicate the lock-up of each gear. Clutch lockup condition (
This indicates the lock-up state (lock-up on) and the lock-up release state (lock-up off).

Further, even if the accelerator operation is not detected in step 2 and it is determined in step 3 that the accelerator operation is not greater than the predetermined opening degree, if the accelerator operation detection flag, which will be described later, is set in step 4, then step 12 and step At step 13, selection of a shift map for automatic transmission constant speed driving and selection of a lockup for automatic transmission constant speed driving is performed.

The routine for detecting the state of the accelerator operation as the throttle opening in step 4 and determining the state of the accelerator operation detection flag for determining whether the throttle opening operation is an operation by the accelerator will be described in more detail.

FIG. 9 is a flowchart of the "throttle opening determination routine."

This throttle opening determination routine is a ``throttle opening determination routine'' that is interrupted by a timer interrupt every 200m5, and sets an accelerator operation detection flag.

First, in step S1, the previous throttle opening is subtracted from the current throttle opening to obtain a throttle change value. When the throttle change value is negative, it is detected in step S2 and then set to a positive value in step S3. That is,
From step S1 to step $3, the absolute value of the throttle change value is obtained by subtracting the previous throttle opening from the current throttle opening. If the throttle change value is faster than the throttle change speed during constant speed driving control in step S4, the throttle change value obtained by subtracting the previous throttle opening from the current throttle opening is set to a predetermined threshold, that is, the current throttle opening. In the embodiment, if the value is 2 or more, an accelerator operation detection flag is set in step S5, or if the throttle change value is not equal to or greater than a predetermined threshold, the accelerator operation detection flag is lowered in step S7, and further, in step S6, the current throttle operation detection flag is set. Store the degree in memory for the next calculation, and
End the timer interoperation every 00m5.

As described above, the speed control device according to the embodiment of the present invention operates according to a memory map such as an automatic shift map that stores a shift line for selecting a torque converter with a direct coupling clutch as a gear position according to the rotational speed output and throttle opening. automatic speed change control means for controlling the vehicle; and constant speed driving control means for controlling to maintain a predetermined set vehicle speed by controlling the throttle opening degree.
A memory map such as a shift map for automatic shifting that stores a shift line that controls only the automatic shift control means, and a memory map for automatic shift constant speed running that stores a shift line that simultaneously controls the automatic shift control means and the constant speed running control means. It has a memory map such as a shift map, and prohibits entering a predetermined gear at a predetermined vehicle speed. Depending on the case, change the selection of the memory map that stores the gear shift line,
In particular, when controlling the automatic shift control means and the constant speed running control means, automatic shifting is performed by widening the 1 m hysteresis width of the gear position of the memory map such as the automatic shifting constant speed running shift map that stores the shift line. This reduces the number of times the rows are changed.

Also, at a predetermined vehicle speed, a predetermined gear stage, in this example, the first
This prohibits the vehicle from entering second or fourth gear, so when the vehicle speed drops below a predetermined speed, a large gear ratio different from normal control is used to quickly bring the vehicle speed back up. This prevents the rider from inadvertently entering into large overshoot control and worsening the ride feeling.

Furthermore, since upshifting is prohibited without changing gears, there is no possibility of malfunction due to noise. In particular, in this embodiment, since entering the first, second, or fourth gear is prohibited, the vehicle is restricted to the third gear. Naturally, 1st gear or 4th gear
You can also prohibit speed entry.

Note that the hysteresis width of the gear position of the automatic shift constant speed running shift map in which the shift line is stored when controlling the automatic shift control means and the constant speed running control means is the same as that when controlling only the automatic shift control means. This is made wider than the hysteresis width of the gear stage of the automatic shift map in which the shift line is stored. Specifically, as shown in FIGS. 10 and 12, the shift line during automatic shift constant speed driving control is such that the gear position of the shift line during automatic shift control is 1-2.2-3.3- The hysteresis width of the gear position when upshifting to 4-3.3-2.2-1 and downshifting to 4-3.3-2.2-1 is as follows:
Both are larger, but the throttle opening θN is T
At H2 or below, the hysteresis width is made as narrow as possible to prevent a decrease in fuel efficiency during normal driving, and the hysteresis width of the gear stage is set to be particularly large when large torque is required.

Furthermore, as shown in FIGS. 11 and 13, from the hysteresis width of the lock-up line of the gear stage of the lock-up map for automatic shift constant speed driving that controls the lock-up clutch according to the rotational speed output and throttle opening, The hysteresis width of the lock-up line during automatic shift control is narrowed. The lock-up line during automatic transmission constant speed driving is 20 and 30 lock-up lines during automatic transmission control.

The hysteresis width of the lock-up state and lock-up release state of the lock-up clutch of each gear in the case of 40 off, 2 off, 3 off, and 4 off is that the throttle distance θN is small in 2nd and 3rd speeds. The difference between the two should be the same at the rotation speed at which lock-up is released, and when there is a strong need for speed increase during high-speed driving, torque is required and the rotation speed at which lock-up is released in order to achieve smooth gear shifting. is made higher and its hysteresis width is narrower.

In particular, as in the speed control device of this embodiment, a memory map storing a shift line for selecting a torque converter with a direct coupling clutch as a gear according to the rotational speed output and throttle opening, and an automatic shift control means that performs control according to a memory map storing a lock-up line for lock-up control according to the speed change; a constant-speed running control means that controls to maintain a predetermined set vehicle speed by controlling the throttle opening; and only the automatic shift control means. and a memory map storing shift lines and lock-up lines for controlling the automatic shift control means and constant speed running control means, respectively. The memory map that stores the lock-up line that simultaneously controls the constant-speed driving control means has a narrower hysteresis width than the lock-up line that controls only the automatic shift control means, so that there are more opportunities to release the lock-up and Torque fluctuations can be dealt with by the torque converter by releasing the lock-up clutch and releasing the lock-up clutch.

Note that the automatic shift control means that controls the torque converter with a direct coupling clutch according to the above embodiment according to a memory map that stores a shift line for selecting a gear stage according to the rotational speed output and the throttle opening is a known automatic transmission or It has a configuration equivalent to an independent automatic transmission control device including a control circuit for controlling it. In addition, the constant speed driving control means that controls the throttle opening to maintain a predetermined set vehicle speed means that it is possible to independently perform constant speed driving control by controlling the opening and closing of the throttle opening. It has a configuration equivalent to a known constant speed cruise control device.

Furthermore, in the embodiment described above, constant speed running control is performed by control mainly based on the automatic speed change control means, but when implementing the present invention, automatic Shift control may also be performed.

[Effects of the Invention] As described above, the speed control device of the present invention includes an automatic transmission control means for controlling the automatic transmission to change gears according to the vehicle speed or rotational speed output, engine load or throttle opening, and a throttle control device. a constant speed running control means that controls to maintain a predetermined set vehicle speed by controlling the opening degree; a memory map that stores a shift line when only the automatic shifting control means is controlled; and the automatic shifting control means and the constant speed running. Since it is equipped with a memory map that stores the shift line when controlling the control means simultaneously, the shift line can be changed when the controlled object is the automatic shift control means, and when the automatic shift control means and the constant speed running control means are controlled. When controlling the automatic shift control means and constant speed running control means by changing the selection of the memory map that stores the shift line, the gear setting hysteresis of the memory map such as the automatic shift constant speed drive shift map that stores the shift line. By increasing the width, it is possible to reduce the number of times the gear position is changed automatically.

Also, since it prohibits the vehicle from entering a predetermined gear at a predetermined speed, when the vehicle speed drops below the predetermined speed,
Since it uses a large gear ratio different from normal control and does not attempt to bring the vehicle speed back up suddenly, it does not worsen the riding feeling.

Therefore, it is possible to reduce the number of gear changes that occur during automatic gear constant speed driving control, prevent hunting due to gear changes, and suppress overshoot during gear changes due to an increase in gear ratio, which improves riding feeling. can be considered good.

Further, a memory map storing a shift line and a lock-up line for controlling only the automatic shift control means, and a memory map for storing a shift line and a lock-up line for simultaneously controlling the automatic shift control means and the constant speed traveling control means are stored. In the speed control device having the above-mentioned speed control device, the memory map that stores the lock-up line that simultaneously controls the automatic shift control means and the constant speed running control means can have a narrower hysteresis width than the lock-up line that controls only the automatic shift control means; When the load becomes slightly larger, there are more opportunities to release the lockup, and the torque converter can handle this, which prevents hunting during gear shifting more than a system with two memory maps that are responsible for shifting lines. It is possible to improve the riding feeling.

[Brief explanation of the drawing]

FIG. 1 is a control circuit diagram configuring the electronic control means of a speed control device according to an embodiment of the present invention, FIGS. 2 to 7 are general flowcharts for 1111 m of a speed control device according to an embodiment of the present invention, and FIG. 8 9 is a flowchart of the "throttle opening determination routine", FIG. 10 is a shift map for automatic shifting according to an embodiment of the present invention, and FIG. 11 is a general flowchart showing partial details. A lock-up map for shifting, FIG. 12 is a shifting map for automatic shifting constant speed driving, FIG. 13 is a locking up map for automatic shifting constant speed traveling, and FIG. 14 is a shifting map for a conventional automatic shifting control device. . In the figure, CPU: Microcomputer, SPS: Shift position switch, SS: Throttle opening sensor, BS two-brake switch, PK: Parking brake switch, SP two-set switch, R8: Resume switch, ADS: Constant speed main switch, SLl, SL2: Shift solenoid, SL3: Lock-up solenoid, Rv: Release valve, Cv: Control valve, VP: Vacuum pump. In addition, in the figures, the same reference numerals and the same symbols indicate the same or equivalent parts.

Claims (2)

[Claims] (1) Automatic transmission control means that controls the automatic transmission to change gears according to the vehicle speed or rotational speed output, engine load, or throttle opening, and controls to maintain a predetermined set vehicle speed by controlling the throttle opening. constant speed running control means; a memory map that stores a shift line when only the automatic shift control means is controlled; and a memory that stores a shift line when the automatic shift control means and the constant speed run control means are controlled simultaneously. What is claimed is: 1. A speed control device comprising: a map, said speed control device being characterized in that said vehicle is prohibited from entering a predetermined gear position at a predetermined vehicle speed; (2) Automatic transmission control means for controlling the automatic transmission to change gears according to the vehicle speed or rotational speed output, engine load or throttle opening, and control to maintain a predetermined set vehicle speed by controlling the throttle opening. A memory map storing a constant speed running control means, a shift line and a lockup line that control only the automatic shift control means, and a shift line and a lockup line that simultaneously control the automatic shift control means and the constant speed running control means. What is claimed is: 1. A speed control device comprising a memory map storing a vehicle speed, said speed control device being characterized in that said vehicle is prohibited from entering a predetermined gear at a predetermined speed.