JPS60111029A - Automobile's power controller - Google Patents

Abstract

PURPOSE:To enable acceleration and constant-speed driving without acceleration operation other than the clutch-engaging operation by providing an apparatus which generates a target car speed according to the stepped-on amount of an accelerating pedal and sets an accelerating speed corresponding to the deviation between the target value and the current car speed. CONSTITUTION:A signal from an accelerating pedal stepped-on amount detector is sent to a controller, which finds a deviation between the signal and a car speed signal. The car speed signal is fed to the controller along with various operation condition signals. The controller reads an accelerating speed set value from data prestored in a memory according to the deviation and then sends a driving signal to a throttle valve driving device. If the accelerating pedal is kept stepped on to a certain amont, car speed can be controlled to a target value corresponding to the amount.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Application of the Invention] The present invention relates to an engine control device for an automobile, and more particularly to an output control device for an automobile in which a driver's operation input and an output are electrically connected.

[Background of the invention]

Conventionally, an accelerator pedal and a throttle valve have been connected by a wire or the like, and have been configured to mechanically interlock. However, due to mechanical wear and other reasons, in recent years
A system has been developed, as disclosed in Japanese Patent No. 7-91372, in which the amount of depression of an accelerator pedal is converted into an amount of electricity, and an actuator operates a throttle valve in accordance with this amount of electricity. However, since the relationship between the driver's operating device and the output device is characterized by remote control, it has the same drawbacks as conventional mechanically interlocked devices. That is, in order to travel at a constant speed, the amount of depression of the accelerator pedal must be changed in response to changes in load (uphill, downhill).

Further, depending on each transmission gear, the amount of accelerator pedal depression must be slightly changed, for example, by decreasing the amount of accelerator pedal depression for a low gear and increasing the amount of accelerator pedal depression for a high gear. moreover,
If you don't artificially match the engine speed and vehicle speed when changing gears, the car will be jerky, so you'll have to release the accelerator each time you change gears. Although some of these actions are done unconsciously due to skill, they lead to fatigue and place a burden on the driver. Also, conventionally,
Devices for inputting the driver's intention to drive a car were divided into two types: one for acceleration, such as pressing the accelerator pedal, and one for braking, such as pressing the brake pedal. Therefore, when driving with the accelerator pedal pressed, it was necessary to switch the pedal when operating the brake gear.2 [Object of the Invention] An object of the present invention is to operate the accelerator pedal other than the clutch engagement operation. It is intended to provide an output control device for an automobile that can perform acceleration and constant running without any discomfort.

[Summary of the invention]

The first invention of the present application calculates acceleration based on the difference between the driver's target vehicle speed input and the current vehicle speed, and controls the engine output to generate the acceleration, thereby eliminating the need for accelerator pedal operations other than clutch engagement operations. The idea is to achieve normal acceleration and constant driving without any discomfort.

The second invention of the present application is capable of accelerating and running at a constant speed without any discomfort by controlling the engine output and braking force using a single intention input device, without having to operate the accelerator pedal other than the clutch engagement operation. I'm planning on going.

[Embodiments of the invention]

Examples of the present invention will be described below.

FIG. 1 shows a system configuration diagram showing an embodiment of the first invention of the present application.

In the figure, the input to the control unit is the pedal (
These are the detected values of the driver's intention input device) amount of depression, throttle valve opening (taken when necessary such as when starting), engine speed, transmission gear position, clutch switch, vehicle speed, and suction pressure. The output from the control unit is only for the throttle valve drive device (output control device).

The amount of pedal depression is as shown in Fig. 2.
There is a one-to-one correspondence with the vehicle speed, and target value control is performed based on the difference from the current vehicle speed. This operation will be explained using the acceleration/deceleration map shown in FIG. 3, which is determined by subtracting the current vehicle speed from the target vehicle speed. That is, for example, if the current vehicle speed is at point A in the diagram, M K m /
If h is 100 Km/h, the current vehicle speed is 40 Km/h.
h, when the pedal is in position ■, the target vehicle speed is OK/
Although there is hf, Fig. 3〉J:, From the map (→I K
The throttle valve opening is controlled so that the acceleration becomes m/h/8ectv (the negative sign means deceleration). Also,
Now, if the pedal position is as shown in Figure 2, the target vehicle speed is 3.
0 Km/h, but from the map shown in Figure 3, the target acceleration - IKm/h/8ea is obtained. Furthermore, if the pedal position is now in the position (3) shown in Figure 2, the throttle valve opening is controlled so that the current vehicle speed is maintained and the vehicle travels at a constant speed regardless of the load. Also,
If the pedal position is as shown in Figure 2 ■, the target vehicle speed is 60km/
h, and the throttle valve opening is controlled to obtain an acceleration of 6 km/h/1 IeO from the map shown in FIG. Furthermore, if the pedal position is as shown in Figure 2, the target vehicle speed is 110.
0K/h and Figure 3 Illustrated map plOKm/h/8
The throttle valve opening is such that an acceleration of ec is obtained. Also, if this acceleration cannot be obtained due to a heavy load, or if the pedal is depressed beyond the range, the throttle valve is fully opened. Third
The illustrated map is for a certain transmission gear position, and for other gear positions, another target acceleration/deceleration map stored in the controller is used. However, since the correspondence between the amount of pedal depression and the target vehicle speed remains unchanged, there is no need to change the amount of depression for each gear. Due to the characteristics of the engine, the acceleration/deceleration map usually shows a higher acceleration/deceleration in a lower gear. Shifting up and downshifting from each gear can be specified using the acceleration/deceleration map.
/T) cars, it can be displayed automatically, and manual transmission (M/T) cars can be displayed with an indicator to inform the driver of the optimal gear.

one! In addition, when the transmission gear is in neutral, it is possible to make the engine start up by making the amount of depression correspond to the engine speed.

In particular, in the case of an M/1 car, when the vehicle speed is very slow, if the engine speed is matched to the vehicle speed, the engine speed will be lower than the idle speed. Regardless of ON or OFI, by making the amount of pedal depression correspond to the engine speed, half-clutching, etc. is made easier. In addition, when the control is based on the amount of pedal depression and the engine speed, an output control device that corresponds to the amount of pedal depression is used. The limit increase f: is set to prevent F97 rotation speed overrun when the load is suddenly removed.Furthermore, in M/T vehicles, when the vehicle speed is above a certain speed, the transmission gear is neutral,
When the clutch is disengaged in situations other than reverse, the engine speed is controlled to correspond to the vehicle speed and current gear position, regardless of the amount of pedal depression. This eliminates the shock during clutch engagement. During acceleration, the transition from low-speed driving control (corresponding to the amount of pedal depression and engine speed) to vehicle speed control occurs when the vehicle speed exceeds a certain value and the clutch is securely engaged, and the vehicle speed is determined based on the amount of pedal depression as the target vehicle speed. Take control. Also, M/
In a T-vehicle, when the vehicle speed decreases from the pedal depression amount-vehicle speed correspondence control state to a constant vehicle speed during deceleration and the clutch is disengaged, the pedal depression amount-engine rotation speed correspondence control state occurs. Furthermore, if the clutch is not disengaged even if the current vehicle speed becomes lower than the constant vehicle speed, control will be performed corresponding to the amount of pedal depression and the engine speed when the engine speed is about to fall below the idle speed.

The control flowchart for this M/T vehicle is shown in Figure 4.
It is shown in FIG.

In FIG. 4, when the flow starts at step 100, the gear position is acquired at step 105, and it is determined at step 110 whether the gear position is the forward position. In this step 110, not in the forward position,
That is, when it is determined that the neutral position is the reverse position, in step 120, pedal-rotation speed correspondence control is performed to control the engine speed in accordance with the amount of pedal depression. That is, if it is determined in step 110 that the gear position is the forward position, the current vehicle speed V is determined in step 130.
Enter N, go to step 140, and check whether the flag for pedal-vehicle speed responsive control, which controls the engine speed according to the amount of pedal depression, is ON, that is, is set (when starting the engine, OIi ”F).

If it is determined in this step 140 that the flag is set, it is determined in step 150 whether the current vehicle speed VN is equal to or lower than the constant vehicle speed Vc and the clutch is OF 1''.In this step 150, it is determined whether the current vehicle speed VN is constant If the vehicle speed is below Vc and the clutch is OFF, 'Nl
Once set, in step 160 the flag is set to OF li
” and proceed to step 210. Also, step 150
In step 170, if it is determined that the current vehicle speed VN is equal to or lower than the constant vehicle speed Vc and the clutch is not OFF,
Get the current engine speed N. Next, step 18
0, it is determined whether or not the current engine speed N is below a certain engine speed N1dle (idle speed) and the clutch is ON. If YES, the flag is turned OFF in step 160, and if NO, Step 21
Move to 0.

On the other hand, if it is determined in step 140 that the flag is not ON, then in step 190 it is determined whether the current vehicle speed VN is greater than the constant vehicle speed Vcj:p and the clutch is ONt. In this step 190,
If it is determined that the current vehicle speed VN is greater than the constant vehicle speed Vc by υ and the clutch is ON, a flag is turned ON in step 200 and the process moves to step 210. Further, in step 200, if it is determined that the current vehicle speed VN is greater than the constant vehicle speed Vc and the clutch is not ON,
In step 210, it is determined whether or not the flag is on, and if the flag is on, the process moves to the flow shown in FIG. If it is determined in step 210 that the flag is not set, then in step 220, pedal-rotation speed correspondence control 11 is performed to control the engine speed in accordance with the amount of pedal depression I7.

If it is determined in step 210 that the flag is set, gear C>: Pj is determined in step 230 in FIG.
0 manually, and in step 240, the clutch is turned OFF.
l! ' Determine whether or not. In this step 240, j
3-If it is determined that the clutch is OF'1'', the engine speed is calculated from the gear position G and the current vehicle speed VN in step 250, and the engine speed is controlled to the engine speed requested in step 260. -1]'.Furthermore, in step 240, the clutch is
If it is determined that the target vehicle speed VW is not F, the target vehicle speed VW is input in step 270, and in step 280 it is determined whether or not the target vehicle speed Vw is the maximum input. If it is determined in step 280 that the target vehicle speed Vw is the maximum, the throttle valve is fully opened in step 290. Further, if it is determined in step 280 that the target vehicle speed ■wμ is not the maximum value, the target vehicle speed Vw is determined in step 300.
In step 310, the target acceleration a is determined from the acceleration map shown in FIG. 3 (■, 0). Next, in step 320, it is determined whether or not a downshift is necessary. If it is determined that a downshift is necessary, a shift change indicator is displayed in step 330. Further, if it is determined in step 320 that downshifting is not necessary, step 34
0, determine the throttle valve opening from the target acceleration a, and step 3
At 50, throttle valve control is performed.

For A/T vehicles, the lever positions are N, J], and L.

When in the R range, pedal-engine speed correspondence control is performed. At this time, determine the output limit based on the pedal position and make sure not to exceed it. When the current vehicle speed is less than or equal to the minimum engine speed and the target vehicle speed is also less than or equal to the minimum engine speed, the engine speed is set to the minimum engine speed under load. When the vehicle speed is within this range, deceleration is achieved by braking. Other than the above, the control is based on pedal-vehicle speed correspondence.

The control flowchart of this A/T vehicle is shown in FIG.

It is shown in FIG.

In FIG. 6, when the flow chart starts at step 500, it is determined at step 510 whether the gear shift lever is in the N (neutral) range or the P (parking) range. If it is determined in step 510 that the gear shift lever is in the N range or P range, control is performed in step 520 to control the engine speed corresponding to the pedal position. If it is determined in step 510 that the lever is neither N nor P, the current vehicle speed VN is manually determined in step 530. Next, in step 540, the pedal position 11〆1゛S is converted to the vehicle speed Vw, and in step 550, the current vehicle speed VN and the target vehicle speed Vw are both changed to the vehicle speed V that corresponds to the small rotational speed. , fiI. In this step 550, VN≦V m
If it is determined that it is not l++, the process moves to the flow shown in FIG. In step 550, VN≦V m l n and Vw≦
If it is determined that V m l t+, step 560
, performs minimum rotation speed control under load.

In FIG. 7, it is determined in step 570 whether the target vehicle speed Vw is the maximum value or not.
If it is determined that the target vehicle speed Vw is the maximum value at 0,
In step 580, the throttle valve is fully opened (maximum output), and one cycle ends. If it is determined in step 570 that the target vehicle speed vw is not yet at the maximum value, the difference between the current vehicle speed VN and the target vehicle speed Vsv (vehicle speed 2) is calculated in step 590.

Next, in step 600, the current gear positions fM and G are determined, and in step 610, the target acceleration a is determined from the acceleration map shown in FIG. 3 based on the vehicle speed V and the current gear position G. Next, in step 620, it is determined whether or not a shift change is necessary. If it is determined that a shift change is necessary, in step 630, the automatic transmission controller is instructed to change the shift, and the process moves to step 600.

When the STES PRO 20 determines that there is no need for a shift change, the throttle valve opening θ is determined from the target acceleration a in step 640, and the throttle valve is controlled in step 650, ending one cycle.

By setting the deceleration target as the suction pipe negative pressure target in this way, the negative pressure in the cylinder is suppressed, improving efficiency in terms of exhaust gas or engine oil consumption.

Although the embodiment of the first invention of the present application uses a throttle valve control type, it is clear that a fuel control type or other type may also be effective.

FIG. 8 shows a system configuration showing an embodiment of the second invention of the present application.

In the figure, the output signal of the pedal position sensor, which is the driver's intention input device input to the control unit, the throttle valve opening signal from the throttle valve opening sensor (taken in when necessary, such as when starting), and the engine rotation sensor. engine speed signal,
A shift gear position %j- signal from a shift gear position sensor, a clutch switch signal from a clutch switch sensor,
These are a vehicle speed signal from the vehicle speed sensor and a suction pressure signal from the suction pressure sensor. Further, the output to the control unit is given to a throttle valve drive device (output control device) and a braking device.

As shown in Figure 9, the target vehicle speed is 1:1 when the pedal is in the correct position.
The target value is controlled based on the difference from the current vehicle speed. This operation will be explained using an acceleration/deceleration map determined by the current vehicle speed and the value obtained by subtracting the current vehicle speed from the target vehicle speed shown in FIG. 1-0. That is, for example, assume that the current vehicle speed is at the position shown in the figure.

If MKm/h in Figure 9 is 1100K/h, the current vehicle speed is 40Km/h and the pedal position is now at ■, the target vehicle speed is OK m/h, so the map in Figure 10 is -1K.
rn/11/5et) (7) Control the throttle valve opening so that the acceleration (sign (→ indicates deceleration)).

If the pedal position is ■ now, the target vehicle speed is 30K.
Since it is In/h, the target acceleration from the map in Figure 10 is -
Obtain I K m / h /sec. If the pedal is in the position ■, the current vehicle speed is maintained and the throttle valve opening is controlled so that the vehicle travels at a constant speed regardless of the load.

Furthermore, if the pedal is in (4), the target vehicle speed is 60 km /
h, and from the map in Figure 10 it is 6 K m /'h /
The throttle valve opening is controlled so that the acceleration of sec (;) leaks. Additionally, if the pedal is in ■, the target vehicle speed is 1100.
K/h and 10Km/h/se from the map in Figure 10
The throttle valve opening is such that an acceleration of c can be obtained. If the load is heavy and the V degree cannot be adjusted, or if the pedal is positioned beyond the range 11! Set the throttle valve fully open to i and V. Also,
If the pedal is in position ■, the braking device is working.
The engine control is to close the throttle valve (intake pipe negative pressure 4 described later).
'(You may also include 2-year-old crane 1). The map shown in FIG. 10 is for a certain gear position, and at other gear positions, another target acceleration/deceleration map is used, which is stored in the controller. Since the correspondence between the pedal position and the target heavy speed remains unchanged, there is no need to change the position for each gear. Due to the characteristics of the engine, the acceleration/deceleration map is usually set to a low gear (h) and a large acceleration/deceleration. In addition, the shift error from each gear can be displayed automatically in an A/T vehicle and by an indicator in a M/T vehicle to inform the driver of the optimal gear. Furthermore, M
In the case of a /T vehicle, when the transmission gear is in neutral, it is possible to start the vehicle by adjusting the pedal position to correspond to the engine speed. In M/T cars, when the vehicle speed is very slow, when the engine speed is matched to the vehicle speed, the engine speed becomes lower than the idle speed, so when driving at low speeds, no matter where the transmission gear is, the clutch is ON By making the pedal position (positive direction only) correspond to the engine speed regardless of whether it is OFF, half-clutching, etc. is made easier. However, when controlling the pedal position and engine speed, a limit is set for the output control device corresponding to the pedal position to prevent engine speed overrun when the load suddenly disappears. Also, M/
In a T vehicle, when the vehicle speed is above a certain value, the transmission gear is in a position other than neutral or reverse, and the clutch is disengaged, the engine rotation speed is controlled to correspond to the vehicle speed and the current gear position regardless of the pedal position. This eliminates shortness during clutch engagement. During acceleration, the transition from low-speed driving control (corresponding to pedal position and engine speed) to control corresponding to pedal position and vehicle speed during normal driving is performed when the vehicle speed exceeds a certain value and the clutch is securely engaged. M/ko, M
/In a T vehicle, when decelerating from the pedal position and vehicle speed correspondence control state, when the current speed is lower than the constant vehicle speed and the clutch is disengaged, the pedal position and engine speed correspondence control is performed. Also, if you do not disengage the clutch at a certain vehicle speed or higher, when the engine speed is about to reach the idle speed F,
Control is based on pedal position and engine speed. In M/T vehicles, when the pedal position is negative, the position corresponds to the braking force. At that time, if the clutch is OFF, the engine rotation is controlled to the idle rotation speed, and if the clutch is ON, the engine output is minimized (throttle valve closed state).

Control 70' charts are shown in FIGS. 11 and 12.

When starting in FIG. 11, first, step 11
10"..., and the pedal position S is also input by the output from the "L purchase sensor. Next step 1120
In step 1130, it is determined whether the pedal position S is positive or negative, and if S is smaller than 0, the throttle valve is closed in step 1130. When the throttle valve is closed in step 1130, a braking operation is performed in step 1140 to throttle the j cycle. The gear position G is still input in step 1125. Next, in step 1130, it is determined whether the gear position G input in step 1125 is in the forward position. In step 1130, if gear position 0 is not a forward position, that is, in neutral or reverse gear, step 11
At step 60, pedal position-rotation speed correspondence control is performed to control the rotation speed in accordance with the pedal position, and one cycle is completed. Further, if it is determined in step 115o that the gear position G is in the forward gear, then in step 1170 the vehicle position S is converted into the target vehicle speed Vw. Next, in step 1180, the current vehicle speed VN is input, and in step 1190, it is determined whether the seven lags for determining the pedal position-vehicle speed correspondence control are ON or standing (0FF when the engine is started). In this step 1190, if it is determined that the judgment flag for pedal position-vehicle speed correspondence control is set, in step 1200, JA: m speed V
It is determined whether N is below a constant vehicle speed Vc and the clutch is OF i". In this step 1200,
If it is determined that N≦Vc and the clutch is OFF, the flag is turned OFF in step 1230. If it is determined in step 1200 that ■N≦Vc and the clutch is not OFF, the current engine speed N is detected in step 1210, and in step 1220, the current engine speed N is determined as the idle speed NHdle.
It is determined whether the clutch is smaller and the clutch is ON. In this step 1220, if it is determined that the current engine rotation speed N is smaller than the idle rotation speed N1d1e and the current engine rotation speed N1d1e is equal to "X-0N", the process moves to step 1230, and if it is determined not, the process moves to step 1260.

On the other hand, if it is determined in step 1190 that the flag is not set, then in step 1240 the current vehicle speed VN
It is determined whether or not the engine is moving at a constant vehicle speed Vc and the clutch is ON. In this step 1240,
If it is determined that the current vehicle speed VN is greater than the constant vehicle speed Vc and the clutch is ON, the flag is turned ON in step 1250 and the process moves to step 1260. Also,
In step 1240, V N ) V c and
If it is determined that the clutch is not ON, the process moves to step 1260. In this step 1260, it is determined whether or not the flag is ON, and if it is determined that the flag is ON, the control flow moves to the one shown in FIG. 12. Further, if it is determined in step 1260 that the flag is not ON, then in step 1270, pedal position-per-rotation speed control is performed, which performs rotation speed control corresponding to the pedal position.

In FIG. 12, in step 1280, the gear position G is input based on the output from the gear position sensor, and in step 1290, it is determined whether the clutch is OFF. At this step 129o, the clutch is turned off.
If it is determined that this is the case, step 1300 is ignored, the gear position G and the current vehicle speed vN are adjusted, and the engine rotation speed is adjusted, and the engine is controlled in step 1310 so that the requested engine rotation speed is achieved.

On the other hand, at step 1290, the clutch is turned OFF.
If it is determined not to be, then in step 1320, it is determined whether the target heavy speed ■w value is large or not. If it is determined that it is the maximum, in step 1330, the throttle valve is fully opened (-7 maximum output, and one cycle ends. Further, if it is determined in step 1320 that the target vehicle speed Vw is not the maximum, then in step 134o, the II displacement difference V is set to V--Vw VN, and in step 1350, the vehicle speed is determined as shown in FIG.
! Acceleration: Speed U [Determine the target acceleration a from the map. Next, in step 1360, it is determined whether or not a shift change is required. If it is determined in this step 1360 that a shift change is necessary, in step 1370, the shift change indicator displays the step 1.
Moving on to 380. Further, if it is determined in step 138G that a shift change is not required, step 138
0, the throttle valve opening θ is determined from the target acceleration a, and in step 1390, the throttle valve opening is controlled, and one cycle is completed.

In A/T vehicles, the lever positions are N and P.

When the pedal position is positive in the LJ range, control corresponding to the pedal position and engine speed is performed. At this time, an output limit is determined based on the pedal position, and this output limit is not exceeded. When the current vehicle speed is below the vehicle speed corresponding to the minimum engine speed and the target vehicle speed is also below the 9th vehicle speed corresponding to the minimum engine speed, the engine speed is set to the minimum speed under load.

When the vehicle speed is within this range, deceleration is achieved by moving the pedal to the negative position and applying braking. Other than the above, pedal position -
Control is based on vehicle speed. When the pedal is moved to the negative position, it is the same as for M/T cars.

The control flowchart for this A,/T car is shown in Figure 13.

It is shown in FIG.

2g13, when the flow starts at step 1500, the pedal position S is changed at step 1510.
is input, and in step 1520 it is determined whether this pedal position S is negative or not. If it is determined in step 1520 that the result is negative, the throttle valve is closed in step 1530, and braking is applied in step 1540.

Further, if it is determined in step 1520 that the pedal position S is not negative, the lever is turned to N in step 1550.

Determine whether it is P, L, or L. N, P, or L.

If it is determined that the engine speed is within the range, in step 1560, the engine speed is controlled to correspond to the pedal position. Also, in step 1550, the lever is set to N+.
If it is determined that it is neither P nor L+R, the current vehicle speed VN is input in step 1570. Next, in step 1580, the pedal position S is converted to the target vehicle speed Vw, and in step 1590, the current vehicle speed VN,
Ilt speed V□ corresponding to the minimum rotation speed for both target vehicle speed Vw
It is determined whether the angle is smaller than 1°. This step 15
At step 90, if it is determined that ■, ≦■1°Vw≦V m t *, the process moves to the flow shown in FIG. Further, in step 1590, VN≦V n I m '7
If it is determined that 4' Vw≦V +s l m, step.

At 1600, minimum rotation speed control under load is performed.

In FIG. 14, in step 1610, it is determined whether the target vehicle speed Vw is the maximum value, and in step 1
If it is determined in 610 that Vw is the maximum value, the throttle valve is fully opened (maximum output) in step 1620, and one cycle ends. Furthermore, if it is determined in step 1610 that the target vehicle speed Vw is not the maximum value, then in step 1630 the vehicle speed (2), which is the difference between the current vehicle speed VN and the target vehicle speed Vw, is calculated. Next, in step 1640, the current gear position G is determined, and in step 1650, the target acceleration a is determined from the acceleration map shown in FIG. Next step 16
In step 60, it is determined whether a shift change is necessary, and if it is determined that a shift change is necessary, step 1670
At step 1640, the automatic transmission controller is instructed to change the shift. Also, step 16
If it is determined in step 6o that there is no need for a shift change, the throttle valve opening degree θ is determined from the target acceleration a in step 1680, and throttle valve control is performed in step 1690, and the tonique is completed.

By setting the deceleration target as the suction pipe negative pressure target in this way, the negative pressure in the cylinder is suppressed, improving efficiency in terms of exhaust gas or engine oil consumption.

Although the embodiment of the invention of the second aspect of the present application uses a throttle valve control type, it is clear that a fuel control type or other type may also be effective.

However, it is also easy to add a fast idle function or a cold start function to the idle control.

Furthermore, the acceleration/deceleration map shown in FIG. 10 is just an example; there are optimum values depending on the engine characteristics and each application.

Even one car can be driven around town or in the suburbs.

It can be used for high-speed driving, sporty driving, etc.

Further, in the embodiment of the invention of the second aspect of the present application, the braking output is performed through the controller, but it is also possible to output the braking directly from the intention input device.

Therefore, according to this embodiment, in the Al1 car,
It is possible to start and stop with just one pedal, and with the pedal in a constant positive position, the vehicle can accelerate and run at a constant speed from 0 to the target speed without any discomfort.

In fact, according to the embodiment of the invention of Application 2, M/T cars require a clutch pedal to disconnect the engine and drive system, but each time the brake is applied, the foot is moved from the accelerator pedal. There is no need to do so, and you can still accelerate and drive at a constant speed without any strange sensations without operating the accelerator pedal other than clutch engagement at the start.

〔Effect of the invention〕

As explained above, according to the invention of the present application 1 and the present invention of the present application 2, it is possible to perform acceleration and constant running without feeling strange without performing any operation of the accelerator pedal other than the clutch engagement operation.

[Brief explanation of drawings]

Fig. 1 is a configuration diagram showing an embodiment of the first invention of the present application, Fig. 2 is an explanatory diagram of the operation of Fig. 1, Fig. 3 is a diagram showing an acceleration/deceleration map, Figs. 4 and 5 are M/ T vehicle control flowchart,
Sixth Good 1. FIG. 7 is a control flowchart of the Al1 vehicle, FIG. 8 is a configuration diagram not showing an embodiment of the invention of the second aspect of the present application, and FIG. 9 is an explanatory diagram of the operation of FIG. 8. ':'r 1.0 is a diagram showing an acceleration/deceleration map, FIGS. 11 and 12 are control flowcharts for the MIT vehicle, and FIGS. 13 and 14 are control flowcharts 1 for the Al1 vehicle. 1st year patent attorney Tatsuyuki Unuma Figure 2 Figure 0 βo5 1st revision 3rd day 4th day 5 Figure 6 Fungus 71 Figure 8 ? Kunihaya lθ Ward $ll Prisoner Kaya lz Zukaya 73 Zukaya 140

Claims (1)

[Scope of Claims] 1. Intention input means for outputting a target vehicle speed that changes in accordance with the amount of depression of the accelerator pedal, vehicle speed detection means for detecting the current vehicle speed, and the target vehicle speed by the intention input means and the vehicle speed. The vehicle 1 is characterized by comprising a calculation means for calculating the difference from the current vehicle speed determined by the detection means, and a control means for controlling the opening degree of the throttle valve in a direction in which the difference in the calculation means disappears. Output control device for cars. 2゜1'4 that changes depending on the amount of depression of the accelerator pedal
An intention input means for outputting the target vehicle speed, a heavy speed detection means for detecting the current vehicle speed, and a difference between the target vehicle speed determined by the intention input means and the current vehicle speed determined by the vehicle speed detection means. performance v
9 means, and a control means for controlling the opening degree of the throttle valve in a direction in which an error is eliminated from the difference in the calculation means.
1. An output control device for an automobile, comprising a brake control means for applying a braking force when a difference in braking force is in a direction that makes the braking force safe.