AUTOMOTIVE CONSTANT SPEED CRUISE CONTROL SYSTEM

Abstract: An automotive constant speed cruise control system for a vehicle comprises a controller (2) for automatic speed change for changing over automatically speed stage in a transmission by a relation between a throttle valve opening degree and a car speed, a controller (1) for constant speed traveling having a constant speed traveling control function for cruising a car at a target car speed by controlling based on a duty ratio the throttle valve opening degree according to a traveling car speed and a transmission limiting function for sending out a signal for prohibiting selection of maximum speed stage in the transmission to the controller (2) for auto­ matic speed change for a specified time when the car speed lowers, and the transmission limiting function capable of being started from outside by inputting a speed change signal representing that the transmission is shifted down from a maximum speed to the controller (1) for constant speed traveling.

Description: The present invention relates to a constant speed cruise control system for a vehicle with an automatic transmission system, comprising: a first control unit (1) for controlling the speed of the vehicle, said speed controlling being based on a duty ratio (D) of a throttle valve (4) actuating signal; a second control unit (2) for automatically controlling the selection of the gear engaged in the transmission system, said gear controlling being effected according to a relation between an opening degree of the throttle valve (4) and the actual vehicle speed (Vn). Such a system is described in US-A-4,506,752. In this system, both the control units are operating independently. A control unit for controlling the speed of a vehicle based on a duty ratio of a throttle valve actuating signal calculates the output duty ratio D in a formula D = G x ΔV + SD (1) wherein: G = gain ΔV = car speed deviation SD = set duty ratio and adjusts the throttle valve opening degree accordingly. The car speed deviation ΔV is a difference between the target car speed VM and the travelling car speed V n (or spark advance car speed VS), and the set duty ratio SD corresponds to the target car speed VM. The purpose of constant speed control is to render the car speed deviation ΔV to zero while adjusting the output duty ratio D, but when the set duty ratio SD is fixed, it is hard to establish ΔV = 0. Accordingly, a method of achieving ΔV = 0 by integrating and correcting the value of this SD has been proposed. In this integrating correction method, the set duty ratio SD changes, following up the output duty ratio D. In other words: the speed control unit will try to keep the travelling speed V n constant and equal to a target car speed VM. Whenever the travelling speed becomes lower than the target speed, for instance when driving up a slope, the speed control unit will react by providing more driving power by increasing the opening degree of the throttle valve. Meanwhile, the control unit for automatically controlling the selection of the gear engaged in the transmission system possesses a specific speed change pattern, and the gear is determined by the relation between throttle opening degree and car speed. FIG. 2 is a speed change pattern between the third speed and fourth speed (O/D), in which the broken line indicates a region line rising shift-down and the solid line denotes a region line rising shift-up. In the above-mentioned situation, when driving in top gear (overdrive, O/D), the gear control unit may react by lowering the gear selected. In this lower gear the vehicle may accelarate to a higher velocity, such that the speed control unit will decrease the opening degree of the throttle valve. In reaction, the gear control unit may select the top gear (overdrive) again. Hereafter the above cycle is repeated, that is, O/D hunting occurs. Such a case is shown in FIG. 1B. Further, even when the lower gear is maintained, the driving force at the time of lowering the gear may be excessive such that the vehicle accelerates to a velocity that is too high (overshoot), as shown in FIG. 3, unless the opening degree of the throttle valve is quickly returned. To solve the afore-mentioned problems, it is an object of the present invention to provide a novel automotive constant speed cruise control system that improves the known system. In particular, it is an object of the present invention to provide an automotive constant speed cruise control system wherein O/D hunting is prevented. To accomplish these objects the system of the above-mentioned type according to the invention is characterized in: that a first output of the first control unit (1) is coupled to a first input of the second control unit (2); that the first control unit (1) includes transmission limiting means (20) for generating at said first output a transmission limiting signal (O/D cut-off) having a specified duration; that the second control unit (2), in response to receiving the transmission limiting signal (O/D cut-off) at its first input, is prohibited in selecting the top gear. In a preferred embodiment the system is characterized in that the first control unit (1) has a first input adapted to receive a gear change signal indicating that the transmission is shifted down from the top gear to a lower gear; and that the transmission limiting means (20) generates said transmission limiting signal (O/D cut-off) at least in response to the receiving of the gear change signal at the first input of the first control unit. Herein it is preferable that the gear change signal is cancelled in the first control unit (1) when the output duty ratio (D) of the throttle valve (4) actuating signal controlling the throttle valve (4) opening degree is smaller than a set duty ratio (SD) corresponding to the target vehicle speed (VM). In a further preferred embodiment the system is provided with means for releasing the transmission limiting signal (O/D cut-off) when an engine load becomes equal to or less than a specified engine load value. Herein it is preferable that the transmission limiting signal (O/D cut-off) is released after the small engine load condition existed for at least a specified time. In one preferred embodiment the engine load is detected from an intake manifold negative pressure. In another preferred embodiment the engine load is detected from an average value (DM) of the output duty ratio (D). Herein it is preferred that the engine load is compared with the specified engine load value according to the equation: DM < SDF + C + α in which: DM is the average value of the output duty ratio D, SDF is the value of DM when a specified time T SDF has expired after setting the target vehicle speed (VM) C is an offset value, α is an offset correction term, while it is further preferred that the value of α is slowly changed in order to diminish the difference between DM and α while the transmission limiting signal (O/D cut-off) is being applied to the first input of the second control unit (2). In a further preferred embodiment the system is characterized in that the output duty ratio D is calculated according to the formula: D = G*ΔV + SD in which: G is a gain, ΔV is a vehicle speed deviation SD is the set duty ratio; that ΔV is diminished by adjusting the throttle valve (4) opening degree by use of the output duty ratio D; that SDF is used to control the transmission when a specified time has expired after setting the target vehicle speed VM; and that possible values of SDF are limited in a constant range based on the initial value SD₀ of the set duty ratio corresponding to the vehicle speed. In another preferred embodiment the system is characterized in that the output duty ratio D is calculated according to the formula: D = G*ΔV + SD in which: G is a gain ΔV is a vehicle speed deviation, SD is the set duty ratio; that ΔV is diminished by adjusting the throttle valve (4) opening degree by use of the output duty ratio D; that a correction is based on the integration of the set duty ratio SD corresponding to the target vehicle speed (VM); and that the set duty ratio SD is lowered to a predetermined value when the transmission is shifted down from the top gear to a lower gear. Herein it is preferred that SD is lowered to SDF + C. It is further preferred that possible values of SDF are limited in a constant range based on the initial value SD₀ of the set duty ratio corresponding to the vehicle speed. BRIEF DESCRIPTION OF THE DRAWINGS These and other objects, features and advantages of the invention will become more apparent upon a reading of the following detailed specification and drawings, in which: FIG. 1 is a conventional operation waveform diagram; FIG. 2 is an explanatory view of speed change pattern of a conventional automatic transmission; FIG. 3 is a conventional operation waveform diagram; FIG. 4 is a system block diagram showing one of the embodiments of this invention; FIG. 5 is a block diagram showing the processing constitution of a control circuit 20; FIG. 6 is an operation waveform diagram showing an O/D cut-off hold state by speed change detection; FIG. 7 is an operation waveform diagram to explain the cut hold prevention in override state; FIG. 8 is a system block diagram showing other embodiment of this invention; FIG. 9 is a characteristic diagram of vacuum switch 30; FIG. 10 is a block diagram showing the processing constitution of control circuit 20a in a further different embodiment; FIG. 11 is a block diagram showing the processing constitution of control circuit 20b of a further different embodiment; FIG. 12 is a flow chart showing the processing action of the embodiment shown in FIG. 11; FIG. 13 is an operation explanatory drawing of a conventional O/D control in the traveling state at steep upslope shown in FIG. 11; FIG. 14 is on operation explanatory drawing of a conventional O/D control in the traveling state at steep upslope shown in FIG. 10; FIG. 15 is a block diagram showing the processing constitution of control circuit 20c of a further different embodiment of this invention; FIG. 16 is a block diagram showing the processing constitution of control circuit 20d of a further different embodiment of this invention; and FIG. 17 is an operation waveform diagram showing the O/D cut hold state by car speed change detection. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Referring now to the drawings, preferred embodiments of the invention are described below. FIG. 4 is a system block diagram showing one of the embodiments of this invention, in which numeral 1 denotes a first control unit for controlling the speed of the vehicle (ECU1), and 2 is a second control unit for automatically controlling the selection of the gear engaged in the transmission system (ECU2). The ECU 1 adjusts the opening degree of a throttle valve 4 by controlling an actuator 3 by the duty ratio. By contrast, the ECU 2 changes over the speed gears by controlling speed change solenoids S1, S2 of a transmission 5 (of which main body is not shown). The ECU1 possesses a processing circuit 20 which is realized by buffers 60, 61, OR gates 62, 63, 64, NAND gate 65, inverting circuits 66, 67, and microcomputer. A car speed sensor 6 which detects the car speed has a reed switch which is turned on/off by the magnet rotating in proportion to the rotation of the vehicle drive shaft. The car speed signal from the car speed sensor 6 is applied to an interruption input port of the processing circuit 20 by way of the buffer 60. The output of a preset switch 13 is given to a first input of the processing circuit 20. The output of a resume switch 12 is applied to a second input of the processing circuit 20. The output of a clutch switch 10 is sent into one of the input terminals of NAND gate 65, and the output of a parking switch 11 is applied to the other input terminal of the NAND gate 65. The output of NAND gate 65 is applied to one of the input terminals of OR gate 62, and the output of a brake switch 14 is given to the other input terminal of the OR gate 62. The output of the OR gate 62 is given to a third input of the processing circuit 20, and is also applied to one of the input terminals of the OR gates 63, 64. The other input terminals of the OR gates 63, 64 are individually connected to a first and a second output of the processing circuit 20. The output from the OR gate 63 is given to a coil 68a for control valve of the actuator 3. The output from the OR gate 64 is given to a coil 68b for release valve of the actuator 3 through an inverting circuit 67. An O/D cut-off signal is delivered from a third output of the processing circuit 20, and is given to the ECU2 by way of the buffer 61. The throttle valve 4 is provided in an air intake route 70 of a spark ignition internal combustion engine 69 as driving source of an automobile. This throttle valve 4 is driven by the actuator 3 for automatic control through a link mechanism 71, and is also operated by an accelerator pedal 72. A release valve 9 provided in the actuator 3 is opened and closed by a releasing coil 68b which is driven by the output of an inverting circuit 67. While the coil 68a for release valve is being demagnetized, a valve body 9a of the release valve 9 is displaced, being remote from a valve seat 74 by the force of a spring 73b, around a fulcrum 3b. Therefore, a diaphragm chamber 75 of the actuator 3 is opened to the atmosphere through a valve hole 76, so that the diagram 8 remains thrusted by a spring 77. When the coil 68 for release valve is excited as being energized by the output from the inverting circuit 67, the valve body 9a of the release valve 9 is angularly displaced around the fulcrum 3b, resisting the spring force of the spring 73b, and is seated on the valve seat 74. Therefore, the valve hole 76 is isolated from the diaphragm chamber 75. During constant speed cruise control, the state of the valve hole 76 being isolated from the diaphragm 75 is maintained. The ECU1 detects the traveling car speed by the signal from the car speed sensor 6. The ECU1 also stored the traveling car speed when the preset switch 13 is turned on, and the duty ratio of the control valve 7 of the actuator 3 is controlled after the preset switch 13 is turned off. That is, while the car continues to travel by controlling for a constant speed cruise, the opening degree of the throttle valve 4 is controlled by the function of the control valve 7. While the coil 68a for control valve is not excited, the valve body 7a of the control valve 7 is spaced from the valve seat 79 by the spring force of the spring 73a, and the diaphragm chamber 75 is opened to the atmosphere by way of a valve hole 85. This control valve 7 is free to displace angularly around the fulcurm 3a. While the valve body 7a is spaced from the valve seat 79, another valve body 7b is seated on the valve seat 78, the valve hole 81 and the diaphragm chamber 75 being isolated. The valve hole 81 communicates with the upstream side from the throttle valve 4 in the air intake route 70 lowered a pressure. By the output from the inverting circuit 66, the coil 68a for control valve is conducted, and the coil 68a for control valve is excited, so that the control valve 7 is displaced angularly resisting the spring force of the spring 73a, causing the valve body 7b to be spaced from the valve seat 78, and the diaphragm chamber 75 is joined with the air intake route 70, thereby rendering the diaphragm chamber 75 be lowered in pressure. As the diaphragm chamber 75 becomes a lowered pressure, the diaphragm 8 overcomes the spring force of the spring 77, and is displaced rightward in FIG. 4. Corresponding to this a rod 82 is displaced rightward, so that the throttle valve 4 is controlled to be wider in the opening degree by the link mechanism 71. When a cancel signal (clutch switch 10, or in A/T car, neutral start switch, parking switch 11 or brake switch 14) is fed, both control valve 7 and release valve 9 are turned off, and the atmosphere is led in from both sides to stop the control swiftly. When the resume switch 12 is turned on after canceling, the traveling control is recovered at the previous memory of car speed. A control circuit 20 is used in the ECU1, and its processing is shown in a block diagram in FIG. 5. The output duty ratio D for on/off control of the control valve 7 is determined according to the difference between the target car speed VM stored in a memory circuit 21 and the traveling car speed Vn, but more specifically it is not exactly the traveling car speed Vn detected in a car speed detecting part 22, but is a skip car speed VS, which is a sum of traveling car speed Vn and a car speed change component (differential component) having the traveling car speed Vn differentiated in a differentiating circuit 23, being added up in a summation circuit 23a. On the other hand, the target car speed VM is stored in the momory 21 when the swtich SW1 is turned on by operating the preset switch 13. This is to compensate for action delay of actuator 3 shown in FIG. 4 and loss time due to hysteresis or play in the throttle valve 4 or drive system. Therefore, the skip car speed VS is determined in the following equation(3). VS = Vn + K x (Vn - V n-1 ) (3) where Vn: present car speed Vn-1: previous car speed K: proportion constant The skip car speed VS and target car speed VM are applied into a subtraction circuit 23b to be subtracted, and a car speed deviation ΔV (= VM - VS) is determined. This car speed deviation ΔV is applied to a duty ratio changing circuit 28. The duty ratio changing circuit 28 operates a duty G x ΔV by applying the car speed deviation ΔV and the gain G which is an inverse number of the control car speed width VB from a gain setting circuit 24 into the duty ratio changing circuit 28. The output G x ΔV from this duty ratio changing circuit 28 and the set duty ratio SD corresponding to the target car speed VM from the set duty ratio setting circuit 25 are summed up in the summation circuit 25a, and the output duty ratio D is determined. That is, the output duty ratio D is determined in the following equation (1). D = G x ΔV + SD (1) where G: gain SD: set duty ratio corresponding to target car speed VM ΔV: car speed deviation (= VM - VS) Generally, constant speed cruising is done at a car speed within O/D range. However, since in the traveling within O/D range for climbing a slope and the constant speed traveling is difficult because of the driving power lacked, an O/D cut-off signal is issued by the ECU1 to cause the ECU2 to select the third speed. The speed change control logic by this ECU2 is as shown below. Therefore, the ECU1, when monitoring the solenoid S2, can detect shift-down from O/D to the third speed (or second speed) of the transmission 5 by its change from OFF to ON. At this time, if it is not necessary to cut off the O/D from the viewpoint of constant speed cruising control, the ECU1 turns on the O/D cut-off signal to prevent O/D hunting of short periods mentioned above. This operation is further described in FIG. 5. The target car speed VM stored in the memory circuit 21 and the value A set in the constant setting circuit 26 are fed into the subtraction circuit 26a to be subtracted, and the difference VM-A is applied to the non-inverting input terminal of comparator CMP1. At the inverting input terminal of comparator CMP1, the car speed Vn is given. Similarly, the target car speed VM and the value B set in the constant setting circuit 27 are fed into the subtraction circuit 27a to be subtracted, and the difference VM-B is applied to the inverting input terminal of comparator CMP2. At the non-inverting input terminal of comparator CMP2, the car speed Vn is given. The comparator CMP1 renders the output to 1 and sets the flip-flop FF when the car speed Vn drops below (VM-A). The comparator CMP2 renders the output to 1 when the car speed Vn recovers to over (VM-B). This output is counted by the O/D reset timer T OD , and when it continues , for example, for 14 seconds, the flip-flop FF is reset. This is an O/D cut hold function at the constant speed traveling device side, and it corresponds to the action in FIG. 1 (a). As a result, the Q output of flip-flop FF becomes O/D cut-off signal, and is fed into the ECU2 in FIG. 1. In this invention, an OR gate OR is provided so as to set this flip-flop FF from outside, and, for example, a speed change signal (S2) is introduced into it from the ECU2. At this time, however, in order to judge when it is better not to control, such as the case of speed change by override, this control is effected only when all the following conditions are established. [1] When a speed change signal to the third speed continues for a specified time (e.g. 1 sec). [2] When the relation of output duty ratio D (or the value averaged by filter processing) and the set duty ratio SD is D > SD. Condition [1] is detected by the timer T TM , and [2] is detected by comparator CMP3. FIG. 6 explains this operation, in which the speed is shifted down from O/D to the third speed by the ECU2 before the car speed is lowered to (VM-A). In climbing a slope, as the car speed is lowered by the lacked driving power, the ECU 1 increases the output duty ratio and the throttle valve opening degree is increased. In result, when the speed change stage is shifted down from O/D to third stage by control signal of the ECU2 corresponding to the relation between the car speed and the throttle valve opening degree, since it becomes D > SD, after expiration of timer T TM , the output of AND gate AND in FIG. 5 becomes 1, and the flip-flop FF is set. When this FF is set, its reset, that is, return to O/D, depends on the Auto Drive side. As a result, hunting as in FIG. 1 (B) may be prevented. By contrast, when the accelerator pedal 72 is stepped down in constant speed cruising, the speed is temporarily shifted down from O/D to the third speed. At this time, however, since the car speed increases as shown in FIG. 7, the duty ratio D decreases, resulting in D < SD. Accordingly, the flip-flop FF is not set, and the third speed may be returned to the O/D only by the conditions at the transmission side. Meanwhile, it is also possible to integrate and correct the set duty ratio SD by using duty ratio mean DM and basic set duty ratio SD1. For example, it is a method for correcting for integrating the set duty ratio SD as shown in equations (4), (5), and (6). SD = SD1 + (DM - SD1)n (4) DM = Dm - (D - DM)/K (5) SD1 = SD1 + β (6) where SD1: basic set duty ratio DM: duty ratio mean n: constant K: constant (in responding with car speed) β: D > SD1 β = positive constant D < SD1 β = negative constant or β = (D - SD1)x H(constant) In this case, condition (2) can be judged by using SD1 instead of SD. FIG. 8 is a system block diagram showing another embodiment of this invention. In this embodiment, the parts similar to or corresponding to those used in the preceding embodiments are given identical reference numbers. This embodiment, as the same way with the embodiment above mentioned, is to deliver an O/D cut-off signal when the speed is shifted down from the maximum speed (O/D) by the transmission in its own speed change pattern, and uses an O/D reset timer when returning. By this way, the short-period hunting in FIG. 1 (B) is eliminated. However, when the climbing slope or the engine load is great, as shown in Fig. 1(A), the O/D is cut off again after O/D reset, and O/D hunting of a long period (10 to 30 sec) of (T OD + Tα) remains (Tα varies with the slope). Accordingly in this embodiment, it is limited that the O/D is not restored until the slope or the engine load becomes less than a specified value (for example, 3%). For this purpose, a vacuum switch 30 is provided, and by this vacuum switch 30, the slope (or the load) is detected from the magnitude of the intake manifold megative pressure. The vacuum switch 30 is a switch for operating the vacuum pomp so that the diaphragm 8 is operated enough when the magnitude of the intake manifold negative pressure is also small. This vacuum switch 30 has a hysteresis width (b-a) between the lower pressure in ON state a and the lower pressure in the OFF state b as shown in FIG. 9. The lower pressure is an intake manifold negative pressure, and as the slope becomes steeper, the lower pressure becomes smaller. Therefore, it is one of the conditions of O/D reset, as described below, that the lower pressure in the OFF state b is set at a desired value and that this switch is turned off. Incidentally, the lower pressure in the ON state a is, for example, 170 mmHg, and the hysteresis width (b-a) is, for example, 30 mmHg or less. FIG. 10 is a block diagram showing the processing constitution of a control circuit 20a used in the embodiment shown in FIG. 8. This control circuit 20a is similar to the control circuit 20 in the preceding embodiment, and identical components are given the same reference numbers. This embodiment comprises a duty ratio mean calculating circuit 31 for calculating the mean of output duty ratio DM, an integrating unit 32 for calculating the basic set duty ratio SD1 by integrating and correcting the output duty ratio D, and an integrating unit 33 for calculating the set duty ratio SD by integrating and correcting, using the basic set duty ratio SD1 and duty ratio mean DM. The initial value SD₀ of basic set duty ratio SD1 stored in the initial value setting circuit 34 is applied to the duty ratio mean calculating circuit 31 and integrating unit 32 when the switch SW2 conducts. Also disposed are timer T SDF which is set by the preset switch 13, switch SW3 which is made to conduct when the timer T SDF is actuated, memory circuit 35 for storing the mean of output duty ratio SDF when the timer T SDF expires, and summation circuit 36 for adding offset value C to the value of SDF stored in the memory circuit 35. The value SDF + C from the summation circuit 36 is given to the non-inverting input terminal of comparator CMP4, and the mean DM of duty ratio D is given to the inverting input terminal of comparator CMP4. Between the O/D reset timer T OD and comparator CMP2 there is an AND gate AND2. The output of this AND gate AND2 is given to the reset timer T OD . In this AND gate AND2, the output of comparator CMP4, the output of comparator CMP2 and the output of vacuum switch 30 are introduced. In this embodiment, an OR gate OR is provided so that the flip-flop FF may be set from outside, and a speed change signal (S2) from the ECU2 is led into this. At this time, however, in order to exclude the speed change due to override or other cases, the FF is set only when the following two conditions are established, that is: [1] when a speed change signal to the third speed continues for a specified time (for example, 1 sec), and [2] when the relation between the output duty ratio D (or the value averaged by filter processing) and the set duty ratio SD (or the basic set duty ratio SD1 mentioned below) is D > SD. Condition [1] is detected by timer T TM , and [2] is detected by comparator CMP3. In this embodiment, the resetting condition of flip-flop FF, that is, the O/D returning condition, is that all inputs of AND gate AND2 continue for the duration of O/D timer T OD (14 seconds as mentioned above). The first input of the AND gate AND2 is that the "1" output of comparator CMP2, that is, the car speed Vn, returns to (VM-B). The second is that the vacuum switch 30 is turned off, and the third is that the output of comparator CMP4 becomes "1." The second input indicates, as explained in FIG. 9, that the slope is decreased, for example, to 3% or less. The third input is similar, and it is obtained as a result of duty ratio treatment inside. That is, the duty ratio D is expressed in equation (1) above, and in this embodiment, this set duty ratio SD is integrated and corrected by using duty ratio mean Dm and basic set duty ratio SD1. Namely, the set duty ratio SD is calculated in the integrating unit 33 as equation (4). SD = SD1 + (DM - SD1) /n (4) where n: constant The DM is the mean of duty ratio D, and new duty ratio mean DM is calculated by equation (5) by using the previous DM and the output duty ratio D in the duty ratio mean calculating circuit 31. DM = DM - (D -DM)/K (5) where K: constant SD1 is a basic duty ratio and is calculated by equation (6) in the integrating circuit 32. SD1 = SD1 + β (6) That is, the integrating circuit 32 compares the previous SD1 with the output duty ratio D, β (positive constant) being added to the previous SD1 when D > SD1, and β(negative constant) being added to the previous SD1 when D < SD1, so that a new basic set duty ratio SD1 is calculated. However, the initial values of these DM and SD1 are SD₀ which is determined by design, and it is set together by switch SW2 when storing the target car speed VM by switch SW1. In 24 seconds after this setting, the timer T SDF is actuated, and the switch SW3 is closed, and the value of DM at that time is taken into the SDF. In other words, the SDF is a value of mean duty ratio DM 24 seconds after the setting. It may be regarded as an average necessary duty ratio in that vehicle, and its sum with offset value C (SDF + C) may be assumed as a slope allowing to return to O/D. For example, if C = 5%, when the mean duty ratio DM drops under SDF + 5%, that is, when it is possible to keep a value close to the target car speed VM if the duty ratio D is small, the output of comparator CMP4 is set to "1." This is equivalent to that the vacuum switch 30 is turned off, and in this embodiment, for the sake of perfection, the flip-flop FF is reset after the expiration of the release timer T OD when all three inputs of the AND gate AND2 become "1." In this setting, both O/D hunting of short periods shown in FIG. 1 (B) and O/D hunting of long peridos shown in FIG. 1 (a) can be prevented. FIG. 11 is a block diagram showing the processing constitution of a control circuit 20b in a further different embodiment of this invention. In this embodiment, too, the parts similar to or corresponding to those in the preceding embodiments are given the identical reference numbers. This embodiment comprises comparator CMP5, constant setting circuits 40, 41, 42, 43 for setting constants γ, C1,-C2, α, respectively, and switches SW4, SW5. FIG. 12 is a flow chart showing the processing operation of the embodiment shown in FIG. 11. Referring also to FIG. 11, it is judged whether the O/D is being cut off or not at step n1. During O/D traveling, the switch SW4 is shut off, and the offset correction term α is not added to the value SDF+C. That is, during O/D traveling, the operation transfers from step n1 to step n2 to become α = 0%. While O/D is being cut off, the operation transfers from step n1 to step n3, and it is judged whether the condition DM - (SDF + C + α) > γ (7) is satisfied or not. That is, while the O/D is being cut off, the switch SW4 is in conductive state, so that the SDF+C and α are summed up in the summation circuit 36a. From this sum SDF+C+α, the duty ratio mean DM is subtracted in the subtraction circuit 40a, and the resultant balance DM-(SDF+C+α) is applied to the non-inverting input terminal of the comparator CMP5, and the constant γ from the constant setting circuit 40 is given to the inverting input terminal of comparator CMP5. The comparator CMP5 compares the DM-(SDF+C+α) with γ. If γ is less than DM-[SDF+C+α), the operation transfers from step n3 to step n4, and α is added to α+C1. When γ is not less than DM-(SDF+C+α), the operation transfers from step n3 to step n5, making α to α+(-C2). That is, when γ is less than DM-(SDF+C+α), the switch SW5 is changed over to the constant setting circuit 41 side by the output of comparator CMP5, and as a result, α and C1 are added up in the summation circuit 43a. When γ is not less than DM-(SDF+C+α), the switch SW5 is changed over to the side of constant setting circuit 42 by the output of comparator CMP5, and α and (-C2) are summed up in the summation circuit 43a. In this way, when DM-(SDF+C+α) > γ is satisfied (when DM is apart from the resetting conditions by more than γ), α is increased to contract the difference. α ← α + C1 (8) To the contrary, when DM - (SDF+C+α) ≦ γ (9) that is, when the difference between DM and resetting condition is not more than γ, α is decreased to expand the difference. α ← α + (-C2) (10) Then, due to sudden decrease of DM, at step n6, it is judged DM < SDF + C + α and if it is correct, the O/D is reset at step n7. Otherwise, at step n8, the O/D cut-off is continued. FIG. 13 is an operation explanatory drawing in the condition of γ = 10%, C1 = C2 = 0.04%/sec, in which the road surface pattern and setting time are same as those shown in FIG. 14 given later. In the case of FIG. 13, however, since the resetting condition is slowly increasing after cutting off O/D, the O/D resetting is realized due to sudden decrease of DM right after changing over from climbing to flat road. Incidentally, if γ > 0, it may be impossible sometimes to return to O/D when the change rate of DM is small. Accordingly, when setting to γ = 0%, the O/D is always reset. Meanwhile, in the above embodiment, the O/D resetting condition DM < SDF+C is to judge whether the preset road surface is close to a flat road state or not, but the value of the SDF is not necessarily that value on a flat road and there is a hysteresis in the mechanical system, and therefore an offset C is provided in order to have an allowance in the direction easier to reset. If, however, there is a hysteresis over this offset value C or the SDF is set to a very small value due to set operation on a steel slope, this reset condition may not be satisfied on a flat road, and O/D resetting may be disabled. A practical example of such inconvenience is given in FIG. 14. As show in FIG. 14, if the vehicle requiring a duty ratio of 50% for cruising a flat road at 80 km/h is set on a downslope and the DM after 24 sec is 30%, SDF is set at 30%, and the resetting condition is SDF + 5% = 35% . Later, cutting off the O/D on an upslope, and when moving to a flat road, the vehicle is supposed, to run at 80 km/h at about DM=40% (since the O/D is cut off, it is smaller than the value of 50% at O/D effective time). In this state, however, the condition of DM < SDF + 5% is not satisfied, and it is impossible to return to O/D until reaching a next downslope. In this embodiment, by using an offset correction term for self-correction of the O/D resetting condition, O/D hunting is prevented, which O/D resetting is guaranteed securely. FIG. 15 is a block diagram showing the processing constitution of a control circuit 20c of a further different embodiment of this invention. In this invention, the parts similar to or corresponding those in the preceding embodiments are given the identical reference numbers. What is of note here is that this embodiment comprises comparators CMP6, CMP7, constant setting circuit 50 for setting constant F (10%), and switches SW6, SW7. The constant F of constant setting circuit 50 and the initial value SD₀ from the initial value setting circuit 34 are summed up in the summation circuit 50a, and the sum SD₀ + F is given to the non-inverting input terminal of comparator CMP6. To the inverting input terminal of the comparator CMP6, the duty ratio mean DM is given. Said SD₀ + F is given to one of the individual contacts with the switch SW6, while the DM is given to the other individual contact of the switch SW6. By the output of comparator CMP6, the switch SW6 is changed over in the switching state. To the non-inverting input terminal of the comparator CMP7, the initial value SD₀ from the initial value setting circuit 34 is given, while either SD₀ + F or DM is given to the inverting input terminal of the comparator CMP7, depending on the switching state of the switch SW6. At the same, time, the initial value SD₀ is given to one of the individual contacts of the switch SW7, whereas the other individual contact of the switch SW7 is connected to the common contact of the switch SW6. By the output of the comparator CMP7, the switching state of the switch SW7 is changed over. The common contact of the switch SW7 is connected to the SDF. In this constitution, the SDF can be limited as follows: SD₀ < SDF < SD₀ + F (10%) (11) In this embodiment, incidentally, since the SDF is assumed on a flat road, and when setting on a steep upslope or downslope, there is a large difference in the SDF value as compared with that on the flat road. That is, when set on a steep upslope, the SDF value is larger, and the effect of preventing O/D hunting is sacrificed because the O/D resetting condition is established soon after O/D cutting. To the contrary, when set on a steep downslope, the SDF value is smaller, and as for prevention of O/D hunting, the O/D is not restored if returning to a flat road after O/D cutting. To avoid such inconveniences, in this invention, it is limited, for example, as follows: SD₀ < SDF < SD₀ + 10% This is because of the following reasons. That is, the characteristics of SDF and SD₀ may be listed up as follows. SDF 1. Advantage - Fluctuations of the mechanical system of the vehicle relating to Auto Drive control, such as actuator fluctuation and vehicle fluctuation, are compensated. 2. Disadvantage - The value is reasonable on a flat road or a mild slope, but is deviated on a steep slope. SD₀ 1. Advantage - There is not deviation to the raod surface inclination. 2. Disadvantage - Fluctuations of vehicle mechanical system are not compensated (being set toward the central value of fluctuations). So, in order to combined the advantages of the both, the SDF is limited at the upper and lower limits of the SD₀. FIG. 16 is a block diagram showing the processing constitution of a control circuit 20d of a further different embodiment. In this embodiments, the parts similar to or corresponding to those in the preceding embodiments are given the identical reference numbers. This embodiment comprises a summation circuit 51 for adding a specified offset value E (7%) to the SDF, the value of DM in, for example, 24 seconds after setting the target car speed VM. It also comprises an edge detecting circuit 52 for detecting the rise edge of the output pulse of AND gate AND1, and when this edge detecting circuit 52 detects the edge, a switch SW8 is made to conduct. As a result, SDF+E is given to the integrating unit 32 and duty ratio mean calculating circuit 31. In this embodiment, two integrating devices DM, SD1 are used for integrating correction of set duty ratio SD. DM is a high speed integrating factor, which is expressed as follows: DM = DM + (D - DM)/K (5) where K: constant On the other hand, SD1 is a low speed integrating factor expressed as: SD1 = SD1 + β (6) where D > SD1 → β = positive constant (0.2%) D < SD1 → β = negative constant (-0.2%) or β = (D-SD1) x H(constant) Accordingly, using DM and SD1, the set duty ratio SD is expressed as follows: SD = SD1 + (DM - SD1)/n (4) where n: constant The SD in the above equation usually follows up the duty ratio D as shown in FIG. 17. However, when the O/D is cut off, it is decreased suddenly. For example, DM and SD1 are decreased to the sum of the SDF, the value of DM in 24 seconds after setting the target car speed VM, and the specified offset value (7%), that is, SDF + 7%. This is intended to return to a value close to a required duty ratio on a flat road. Explaining in FIG. 16, when setting, the target car speed VM is stored by switch SW1, and initial value SD₀ (the design value determined from the control line of gain G) is given to DM, SD1 by switch SW2. Afterwards, upon lapse of 24 seconds on timer T SDF , a switch SW3 is turned on, and the mean duty ratio DM at that time is stored as SDF. Said sum of SDF + 7% is created by setting the E of (SDF+E) to 7%. When switch SW4 is turned on, DM, SD1 (both changing from SD₀) are decreased to SDF + 7%. It is the rise of the output of AND gate AND1 that turns on the switch SW4. In this embodiment, an OR gate OR is provided so as to set the flip-flop FF from outside, and the speed change signal (S2) from ECU2 is led to it. However, in order to exclude speed change by override or other cases, the flip-flop FF can be set only when two conditions are satisfied, that is: (1) when a speed change signal to the third speed continues for a specified time (e.g. 1 sec), and (2) the relation between output duty ratio (or the value averaged by filter processing) and the set duty ratio SD is in D > SD. The condition (1) is detected by timer T TM , and (2) is detected by comparator CMP3. The AND gate AND1 detects that the two conditions are established, that is, the speed is actually shifted down from the O/D to the third speed (O/D cut-off), and closes the switch SW8, thereby decreasing DM and SD1 to SDF + 7%. Thus, the car speed overshoot may be prevented as shown in FIG. 17. That the set duty ratio SD is varied by monitoring the speed change signal is because the common use of this controller (ECU1) and manual transmission (M/T) is considered. That is, when the conditions are satisfied, regardless of the form of the transmission, the flip-flop FF issues an O/D cut-off signal. In the M/T car, however, the O/D is not cut off, and speed change signal is not taken in. Therefore, if this controller is commonly used in an M/T car, correction of set duty ratio SD to turn on the SW8 is not carried out. Meanwhile, in this embodiment, SDF + 7% may be replaced by SD₀ + 7%. In this case, however, no correction is made if SDF + 7% or SD₀ + 7% is higher than DM, SD1 at that time. Or, instead of the above offset value, a correction of SD = SD - 20% may be uniformly applied. And it may be also possible to correct by different values, by distinguishing between the O/D cut-off by constant speed cruise control and the O/D cut-off by speed change pattern of the transmission. Furthermore, when the integrating correction method employs only one integrating factor γ to set as SD = SD + γ, (12) only SD may be decreased. Moreover, as shown in the embodiment in FIG. 15, if the SDF is limited within a relation of SD₀ < SDF < SD₀ + F(10%), inconvenience by a state of road surface when setting the preset car speed may be prevented. In other wards, troubles may be avoided, which troubles are no effect of car speed overshoot since the value of SDF is a large value when the preset car speed is set at the upslope, and delayed return of car speed to the target car speed since the value of SDF is a small value , the duty ratio being over returned, when the preset car speed is set at the downslope.

Claims: A constant speed cruise control system for a vehicle with an automatic transmission system, comprising: a first control unit (1) for controlling the speed of the vehicle, said speed controlling being based on a duty ratio (D) of a throttle valve (4) actuating signal; a second control unit (2) for automatically controlling the selection of the gear engaged in the transmission system, said gear controlling being effected according to a relation between an opening degree of the throttle valve (4) and the actual vehicle speed (Vn); characterized in : that a first output of the first control unit (1) is coupled to a first input of the second control unit (2); that the first control unit (1) includes transmission limiting means (20) for generating at said first output a transmission limiting signal (O/D cut-off) having a specified duration; that the second control unit (2), in response to receiving the transmission limiting signal (O/D cut-off) at its first input, is prohibited in selecting the top gear. A constant speed cruise control system according to claim 1, characterized in : that the first control unit (1) has a first input adapted to receive a gear change signal indicating that the transmission is shifted down from the top gear to a lower gear; and that the transmission limiting means (20) generates said transmission limiting signal (O/D cut-off) at least in response to the receiving of the gear change signal at the first input of the first control unit. A constant speed cruise control system according to claim 2, characterized in : that the gear change signal is cancelled in the first control unit (1) when the output duty ratio (D) of the throttle valve (4) actuating signal controlling the throttle valve (4) opening degree is smaller than a set duty ratio (SD) corresponding to the target vehicle speed (VM). A constant speed cruise control system according to any of claims 1-3, characterized by : means for releasing the transmission limiting signal (O/D cut-off) when an engine load becomes equal to or less than a specified engine load value. A constant speed cruise control system according to claim 4, characterized in : that the transmission limiting signal (O/D cut-off) is released after the small engine load condition existed for at least a specified time. A constant speed cruise control system according to claim 4 or 5, characterized in : that the engine load is detected from an intake manifold negative pressure. A constant speed cruise control system according to claim 4 or 5, characterized in : that the engine load is detected from an average value (DM) of the output duty ratio (D). A constant speed cruise control system according to claim 7, characterized in : that the engine load is compared with the specified engine load value according to the equation : DM < SDF + C + α in which: DM is the average value of the output duty ratio D, SDF is the value of DM when a specified time T SDF has expired after setting the target vehicle speed (VM) C is an offset value, α is an offset correction term. A constant speed cruise control system according to claim 8, characterized in : that the value of α is slowly changed in order to diminish the difference between DM and α while the transmission limiting signal (O/D cut-off) is being applied to the first input of the second control unit (2). A constant speed cruise control system according to claim 8 or 9, characterized in : that the output duty ratio D is calculated according to the formula: D = G*ΔV + SD in which: G is a gain, ΔV is a vehicle speed deviation, SD is the set duty ratio; that ΔV is diminished by adjusting the throttle valve (4) opening degree by use of the output duty ratio D; that SDF is used to control the transmission when a specified time has expired after setting the target vehicle speed VM; and that possible values of SDF are limited in a constant range based on the initial value SD₀ of the set duty ratio corresponding to the vehicle speed. A constant speed cruise control system according to any of claims 1, 8 or 9, characterized in : that the output duty ratio D is calculated according to the formula: D = G*ΔV + SD in which: G is a gain, ΔV is a vehicle speed deviation, SD is the set duty ratio; that ΔV is diminished by adjusting the throttle valve (4) opening degree by use of the output duty ratio D; that a correction is based on the integration of the set duty ratio SD corresponding to the target vehicle speed (VM); and that the set duty ratio SD is lowered to a predetermined value when the transmission is shifted down from the top gear to a lower gear. A constant speed cruise control system according to claim 11, characterized in : that SD is lowered to SDF+C. A constant speed cruise control system according to claim 11, characterized in : that possible values of SDF are limited in a constant range based on the initial value SD₀ of the set duty ratio corresponding to the vehicle speed.

Inventors: AKABORI, SHIGETAKA TOYOTA JIDOSHA KABUSHIKI KAISHA, HITOTSUYA, MASAKI C/O FUJITSU TEN LTD., MIYAZAKI, AKIRA C/O FUJITSU TEN LTD., NAGASAKA, MASUMI TOYOTA JIDOSHA KABUSHIKI KAISHA, TABUCHI, HIROAKI TOYOTA JIDOSHA KABUSHIKI KAISHA, TACHIBANA, TAKESHI TOYOTA JIDOSHA KABUSHIKI KAISHA, TAKAHASHI, JUNJI@C/O FUJITSU TEN LTD., TAKAHASHI, MINORU C/O FUJITSU TEN LTD., TERATANI, TATSUO TOYOTA JIDOSHA KABUSHIKI KAISHA, Takahashi, Junjiµc/o Fujitsu Ten Ltd.
Applicants: FUJITSU TEN, LTD., TOYOTA JIDOSHA KABUSHIKI KAISHA
Application year: 1986
Main classification: B60K31
IPC codes: F16H59, B60K31