VEHICLE SPEED CONTROL SYSTEM FOR MOTOR VEHICLE HAVING AN AUTOMATIC TRANSMISSION CONTROL SYSTEM

Abstract: A vehicle speed control system comprising an automatic speed control system for controlling a vehicle velocity of the vehicle to a setting vehicle velocity which is set by driver of the vehicle and an automatic transmission control system for controlling a speed stage of an automatic transmission of the vehicle by using a deviation between the present vehicle velocity and the setting vehicle velocity of the automatic speed control means. The automatic transmission control system comprising two mode that are a mode at the time the automatic speed control system is controlling the vehicle velocity and a mode at the time the automatic speed control system is not controlling the vehicle velocity, and the automatic transmission control system delay the change of the mode at the shifting of the speed stage. The automatic transmission control system prohivit the shift of the speed stage to fixed speed stage at the time the automatic speed control system is controlling the vehicle velocity. The automatic speed control system does not execute the judgement of the shift of the speed stage at the time that the automatic speed control system is controlling the throttle valve at shifting of the speed stage. The automatic speed control system is controls a throttle valve according to the abnormal state of the transmission.

Description: BACKGROUND OF THE INVENTION Field of the Invention The present invention relates generally to a vehicle speed control system for a motor vehicle having an automatic transmission control system and an automatic speed control system. Description of the Prior Art A conventional device for down-shifting the automatic transmission gear according to the acceleration of the vehicle at the time the automatic speed control system is controlling the vehicle velocity because of the acquisition of a desired acceleration of the operator irrespective of the resistance to the vehicle movement is shown in the Japanese Laid-open Patent Application Publication No. SHO61-238523 dated October 23, 1986. A device for down-shifting the automatic transmission gear according to the deceleration of the vehicle while the automatic speed control system is operating is shown in the Japanese Laid-open Patent Application Publication No. SHO61-238531 dated October 23, 1986, because of prevention of the increase of the deceleration which is raised between the deceleration of the shift down and the deceleration of the operation for reducing the speed by the automatic speed control system. Furthermore, a device for down-shifting the automatic transmission gear when the throttle opening is at the maximum opening and the vehicle velocity is decreasing while the automatic speed control system is operating the vehicle velocity because of antihunting of the vehicle is shown in the Japanese Laid-open Patent Application Publication No. SHO60-1031 dated January 7, 1985 (EP-A-129 229). Moreover, the intermediate prior art document EP-A-0 230 696 discloses an automotive constant speed cruise control system comprising an automatic speed change controller for automatically changing over the speed stage of the transmission based on control signals indicating a load of the internal combustion engine, and a controller for performing a constant speed travelling in accordance with a difference between the actual vehicle speed and a target vehicle speed, thereby keeping the vehicle at a target speed. In order to reduce a hunting of the control system, a transmission limiting function is provided for sending a control signal to the automatic speed change controller for prohibiting the selection of the maximum speed stage in the transmission for a predetermined time, counted by means of a reset timer, when the vehicle speed lowers. Moreover, the opening degree of the throttle valve is adjusted due to a change in the duty ratio of the internal combustion engine when a down shift occurs, and when a new target vehicle speed is set, a specified time expires before the transmission is controlled accordingly, thus performing a control delay based on fixed timer values. These devices are designed to increase the comfortable sense of the occupant of the vehicle. However, when the automatic transmission control changes gears at the time that the automatic speed control system is controlling the vehicle velocity, a shift of the speed stage is possible at the same time of the start of the automatic speed control, for example, at the time that the switches for the automatic speed control are pushed. This is uncomfortable. When the automatic speed control system is controlling the vehicle velocity, both of the avoidance of the hunting and a quick decrease of a deviation between the setting vehicle velocity and the present vehicle velocity is neccesary. Further, the shock depending on a shift of the speed stage and on an oparation of the throttle valve should be minimized. SUMMARY OF THE INVENTION It is an object of the present invention to maintain a comfortable travel of the vehicle having both an automatic transmission control system and an automatic speed control system. It is a further object of the invention to decrease the delay time of the shift of the speed stage when the automatic speed control is activeated to quickly reduce the present vehicle velocity to the setting vehicle velocity. It is a further object of the invention to establish an inhibitional area of the shift of the speed stage when the automatic speed control is activated because of antihunting. It is an another object of the invention to inhibit the judgement of new shift of the speed stage when the automatic speed control system is controlling the throttle opening at the shifting of the speed stage to reduce of times of the shift. It is a further another object of the invention to change the judgement of the shift of the speed stage according to a deviation between a setting vehicle velocity and a present vehicle velocity when the automatic speed control is activated to associate the present vehicle velocity with the setting vehicle velocity. It is an another object of the invention to inhibit a concurrent shift of the speed stage at the time the establishment of the automatic speed control system is activated. These objects are accomplished by a vehicle speed control system comprising an automatic speed control means for controlling a vehicle velocity of the vehicle to a setting vehicle velocity which is set by the driver of the vehicle, and an automatic transmission control means for controlling the shift point of a speed stage of an automatic transmission of the vehicle by using a deviation between a present vehicle velocity and the setting vehicle velocity of the automatic speed control means, and for controlling a delay time of the shift point of the shift of a speed stage of the automatic transmission of the vehicle to be short at the time the deviation between the present vehicle velocity and the setting vehicle velocity is large. Other and further objects of this invention will become obvious upon an understanding of the illustrative embodiment about to be described or will be indicated in the appended claims, and various advantages not referred to herein will occur to one skilled in the art upon embodiment of the invention in practice. BRIEF DESCRIPTION OF THE INVENTION Fig. 1 is an circuit diagram showing the electric control system for controlling operation of a automatic speed control system and an automatic transmission control system according to one embodiment of the present invention; Fig. 2 is a flow chart showing a main routine for the microcomputer CPU in Fig. 1; Fig. 3 is a flow chart showing a sub routine MODE CHANGE of the CPU; Fig. 4 is a flow chart showing a sub routine MAP CHANGE of the CPU; Fig. 5 is a flow chart showing a sub routine SHIFT JUDGEMENT of the CPU; Fig. 6 is a flow chart showing a sub routine LOCKUP DATA SET of the CPU; Fig. 7 through 9 are a flow chart showing a sub routine SHIFT CHANGE of the CPU; Fig. 10 through 12 are a flow chart showing a sub routine AUTOMATIC SPEED CONTROL of the CPU; Fig. 13 is a flow chart showing a sub routine UP SHIFT PROHIBITION of the CPU; Fig. 14 is a flow chart showing a sub routine TEMPORARY TIMER SET of the CPU; Fig. 15 is a flow chart showing a sub routine SOLENOID ABNORMAL DETECTING of the CPU; Fig. 16 is a flow chart showing a sub routine GET TRQ of the CPU; Fig. 17 is a flow chart showing a sub routine GET TH of the CPU; Fig. 18 is a flow chart showing a sub routine GET MAX TRQ of the CPU; Fig. 19 is a flow chart showing a sub routine TIMER INTERRUPT of the CPU; Fig. 20, 21, 27, 28 and 29 are an operational diagram showing operation of timers of the CPU; Fig. 22 is a table showing the timers data; Fig. 23 and 24 are a graph showing surveyed torques of a vehicle Fig. 25 is tables showing torque diagram which is stored in the CPU; Fig. 26 is a table showing a maximum torque diagram which is stored in the CPU; Fig. 30 through 33 are tables showing shift diagrams and lockup diagrams which are stored in the CPU; Fig. 34 is a graph showing a operation of the automatic transmission control system; Fig. 35 is a fragmentary flow chart showing a modified form of the sub routine AUTOMATIC SPEED CONTROL shown in Fig. 11; Fig. 36 is a fragmentary flow chart showing a modified form of the sub routine SHIFT CHANGE shown in Fig. 7. Fig. 37 and 38 are tables showing variables, constants, timers and resistances of the CPU. DESCRIPTION OF PRESENT EMBODIMENT (The construction of vehicle speed control system) Referring to Fig. 1, there is shown an electric circuit of a vehicle speed control system for a motor vehicle having an automatic transmission control system (an automatic transmission control means) and an automatic speed control system (an automatic speed control means or a throttle opening control means). In this embodiment, the electrical control device is mainly comprised of a microcomputer CPU. The CPU has a microprocessor unit MPU (not shown), a programmable timer PTM (not shown), input ports P1 through P18, output ports P21 through P30, a random access memory RAM (not shown) and a read only memory ROM (not shown). The MPU has two accumulators A and B (not shown) and an index register X (not shown). The MPU executes a program stored in the ROM. A battery BE is connected to a regulated voltage supply CON via an ignition switch IG. The battery BE is a battery established in the motor vehicle generally. The regulated voltage supply regulates the voltage of the battery BE to 5 Volt. The microcomputer CPU, an input interface circuit IP and an output interface circuit OP are supplied with the 5 Volt from CON. This embodiment has two speed sensors. These sensors are taken turns according to the fail of there speed sensors. A speed sensor SP1 comprises a reed switch for generating a frequency signal proportional to the rotational speed of a speedometer cable (not shown) by a permanent magnet(not shown) connected to the speedometer cable. The speed sensor SP1 is connected to the input port P1 of CPU via an input interface comprising a diode D1, resistors R1, R2 and R3 and a transistor Q1. When the speed sensor SP1 is changed to be closed, the input port P1 changes to the "H" level. When the speed sensor SP1 is changed to be opened, the input port P1 changes to the "L" level. A speed sensor SP2 comprises a reed switch for generating a frequency signal proportional to the rotational speed of an output shaft (not shown) of the automatic transmission by a permanent magnet(not shown) connected to the output shaft. The speed sensor SP2 is connected to the input port P2 of CPU via an input interface comprising resistors R4, R5, R6 and R7, and a transistor Q2. When the speed sensor SP2 is changed to be closed, the input port P2 changes to the "H" level. When the speed sensor SP2 is changed to be opened, the input port P2 changes to the "L" level. A shift position switch SPS for detecting the shift position which is the position of a shift lever (not shown) comprises a neutral range switch SPS-N, a drive range switch SPS-D, a second speed range SPS-2 and a low speed range switch SPS-L. When the shift lever is positioned at the neutral range, the switch SPS-N is turned ON, and the switch SPS-D, SPS-2 and SPS-L is turned OFF. When the shift lever is positioned at the drive range, the reverse range or the parking range, the switch SPS-D is turned ON, and the switch SPS-N, SPS-2 and SPS-L is turned OFF. When the shift lever is positioned at the second speed range, the switch SPS-2 is turned ON, and the switch SPS-N, SPS-D and SPS-L is turned OFF. When the shift lever is positioned at the low speed range, the switch SPS-N is turned ON, and the switch SPS-N, SPS-D and SPS-2 is turned OFF. The switches SPS-N, SPS-D, SPS-2 and SPS-L are connected to the input ports P3, P4, and P5 of CPU respectively via input interfaces comprising resistors R8, R9 and R10, and buffers DR1, DR2 and DR3. When the switch SPS-N, SPS-2 and SPS-L are turned ON, the input ports P3, P4 and P5 are changed to the "H" level respectively. When the switch SPS-N, SPS-2 and SPS-L are turned OFF, the input ports P3, P4 and P5 are changed to the "L" level respectively. A mode switch MS for setting the mode in the vehicle speed control to an economy mode, a power mode or an auto drive mode is comprised of an economy mode switch MS-E, a power mode switch MS-P and an auto drive mode switch MS-A. In the economy mode, the economy mode switch MS-E is turned ON, and the power mode switch MS-P and the auto drive mode switch MS-A are turned OFF. In the power mode, the power mode switch MS-P is turned ON, and the economy mode switch MS-E and the auto drive mode switch MS-A are turned OFF. In the auto drive mode, the auto drive mode switch MS-A is turned ON, and the economy mode switch MS-E and the power mode switch MS-P are turned OFF. The power mode switch MS-P and the auto drive mode switch MS-A are connected to the input ports P6 and P7 of CPU respectively via input interfaces comprising resistors R11, R12, R13 and R14, and buffers DR4 and DR5. When the power mode switch MS-P is turned ON or OFF, the input port P6 is changed to the "H" level or the "L" level respectively. When the auto drive mode switch MS-A is turned ON or OFF, the input port P7 is changed to the "H" level or the "L" level respectively. A throttle opening sensor SS is for detecting the opening degree of the throttle valve (not shown) and comprises three contacts L1, L2 and L3 for dividing the throttle opening to eight stages TH0 through TH7 and a contact IDL for detecting an engine idling condition. The relationship between the throttle openings TH0 through TH7 and the states of contacts L1, L2 and L3 is as follows: The contacts L1, L2 and L3 is connected to the input ports P8, P9 and P10 of CPU respectively via input interfaces comprising resistors R15, R16, R17, R18, R19 and R20, buffers DR6, DR7 and DR8. When the contacts L1, L2 and L3 is turned ON, the input ports P8, P9 and P10 is changed to the "L" level. When the contacts L1, L2 and L3 is turned OFF, the input ports P8, P9 and P10 is changed to the "H" level. The contact IDL is connected to the input port P 11 of CPU via a input interface comprising a diode D2, resistors R21, R22 and R23, and transistor Q3. When the contact IDL is turned ON, the input port P11 is changed to the "H" level. When the contact IDL is turned OFF, the input port P11 is changed to "L" level. A brake lamp BL is connected to the battery BE via a brake switch BS and fuse FU. A line between fuse FU and the brake switch BS is connected to the input port P12 of CPU via an input interface comprising resistors R24, R25 and R26, and a transistor Q4. When the fuse FU connects between the battery BE and the brake switch BS electrically, the input port P12 is changed to the "L" level. When the fuse FU is melted away, the input port P12 is changed to the "H" level. A line between the brake switch BS and the brake lamp BL is connected to the input port P13 of CPU via an input interface comprising resistors R27, R28 and R29, and a transistor Q5. When the fuse FU is normal and the brake switch BS is turned ON, the input port P13 is changed to "L" level. When the fuse FU is melted away or the brake switch BS is turned OFF, the input port P13 is changed to "H" level. A parking brake switch PK is turned ON when a parking brake (not shown) is operated. A set switch SP and a resume switch RS for vehicle speed control system are each comprised of a push button type switch wherein the switch is turned ON when the switch is pushed and is turned OFF when the switch is not pushed. A vacuum switch VS is for detecting vacuum in a surge tank (not shown). Such vacuum is required to operate the vehicle speed control system. The vacuum switch VS is turned ON when the vacuum pressure is higher than a present value (In this case the vacuum pressure approaches atmospheric pressure). The parking brake switch PK, the set switch SP, the resume switch RS and the vacuum switch VS are connected to the input ports P14, P15, P16 and P17 of CPU respectively via input interfaces comprising diodes D3, D4, D5 and D6, resistors R31, R34, R37 and R40, and transistors Q6, Q7, Q8 and Q9. When each switches PK, SP, RS and VS is turned ON, the input ports P14, P15, P16 and P17 are changed to the "H" level, respectively. When each switches PK, SP, RS and VS is turned OFF, the input ports P14, P15, P16 and P17 are changed to the "L" level. A main switch ADS for the vehicle speed control has a ON contact and a OFF contact. The ON contact is connected to the input port P18 of CPU via an input interface comprising a diode D7, a resistor R43 and a transistor Q10. When the main switch is turned ON, the input port P18 is changed to the "H" level. When the main switch is turned OFF, the input port P18 is changed to the "L" level. An actuator ACT1 for the automatic transmission comprises shift solenoids SL1 and SL2 and lockup solenoid SL3. The shift solenoids are for shifting of automatic transmission gearing. The relationship between the shift solenoid SL1 and SL2 with respect to the times they are electrically energized and electrically deenergized and the condition of the automatic transmission gearing are as follows: The lockup solenoid is for controlling a lockup clutch (not shown) for accomplishing direct engagement an output shaft of an engine (not shown) with an input shaft of a torque converter (not shown). When the lockup solenoid SL3 is energized, the lockup clutch is engaged and therefore the lockup operation is accomplished. When the lockup solenoid SL3 is deenergized, the lockup clutch is disengaged and therefore the lockup operation is released. The solenoids SL1, SL2 and SL3 are operated in accordance with the condition of the output ports P21, P23 and P 25 of CPU respectively. A buffer D11, a transistor Q21 and a diode D11 are a output interface of the shift solenoid SL1. When the output port P21 is changed to the "H" level, the solenoid SL1 is deenergized. When the output port P21 is change to the "L" level, the solenoid SL1 is energized. A buffer DR 12 and resistors R51 and R54 are a fail detecting circuit of the solenoid SL1. The solenoid SL1 is connected to the input port P22 via the fail detecting circuit. When the wire of the solenoid or the wire between the output interface and the solenoid, the input port P22 is changed to the "H" level. When the wire between the output interface and the solenoid is shortcircuited to the ground, the port P22 is changed to the "L" level. A buffer DR13, a transistor Q22 and a diode D12 are a output interface of the solenoid SL2. A buffer DR 13 and resistors R52 and R55 are a fail detecting circuit of the solenoid SL2. A buffer DR15, a transistor Q23 and a diode D13 are a output interface of the solenoid SL3. A buffer DR 16 and resistors R53 and R56 are a fail detecting circuit of the solenoid SL3. When the output port P23 is changed to the "H" level, the solenoid SL2 is deenergized. When the output port P23 is change to the "L" level, the solenoid SL2 is energized. When the wire of the solenoid SL2 or the wire between the output interface of the solenoid SL2 and the solenoids SL2, the input port P24 is changed to the "H" level. When the wire between the output interface of the solenoid SL2 and the solenoid is shortcircuited to the ground, the port P24 is changed to the "L" level. When the output port P25 is changed to the "H" level, the solenoid SL3 is deenergized. When the output port P25 is change to the "L" level, the solenoid SL3 is energized. When the wire of the solenoid SL3 or the wire between the output interface of the solenoid SL3 and the solenoid SL3, the input port P26 is changed to the "H" level. When the wire between the output interface of the solenoid SL3 and the solenoid SL3 is shortcircuited to the ground, the port P26 is changed to the "L" level. An actuator ACT2 for the vehicle speed control comprises a release valve RV, a control CV, a vacuum pump VP, the surge tank (not shown) and a vacuum actuator (not shown). The vacuum pump VP operates as a vacuum source. The vacuum pump VP comprises a motor M. When the motor rotates, vacuum is generated. The vacuum generated by the vacuum pump VP is stored in the surge tank. The surge tank is connected to the vacuum actuator via the release valve RV and the control valve CV. The control valve CV communicates between the surge tank and the release valve RV when the control valve CV is energized. On the other hand, the control valve CV disconnects from the surge tank to the release valve RV and releases atmosphere to the release valve RV when the control valve CV is deenergized. The release valve RV communicates between the control valve CV and the vacuum actuator when the release valve RV is energized. On the other hand, the release valve RV releases atmosphere to the vacuum actuator when the release valve RV is deenergized. The control valve CV and the release valve RV operate in accordance with the condition of the output ports P27, P28 and P29 of CPU. One end of the release valve RV is connected to the output port P27 via an output interface comprising a buffer DR17 and a transistor Q24. One end of the control valve CV is connected to the output port P28 via an output interface comprising a buffer DR18 and a transistor Q25. The other end of the release valve RV and the control valve CV is connected to the output port P29 via an output interface comprising a buffer DR19 and a transistor Q26. When the output ports P27 and P29 are changed to the "L" level at the same time, the release valve RV is energized. When the output ports P28 and P29 are changed to the "L" level at the same time, the control valve CV is energized. But when the output port P27 is changed to the "H" level, the release valve RV is deenergized. When the output port P28 is changed to the "H" level, the control valve is deenergized. When the output port P29 is changed to the "H" level, the release valve RV and the control valve CV are deenergized together. The motor M of the vacuum pump VP is energized by the condition of the output port P30 of CPU. The output port is connected to the motor M via a output interface comprising a buffer DR20 and a transistor Q27. When the output port P30 is changed to the "L" level, the motor M is rotated, and when the output port P30 is changed to the "H" level, the motor M is not rotated. (The operation of CPU) The read only memory ROM of the microcomputer CPU is stored ECT shift data, ECT lockup data, ECT-A/D shift data, ECT-A/D lockup data, ECT up timer data, ECT down timer data, ECT-A/D up timer data, ECT-A/D down timer data, torque data, maximum torque data, and programs of the vehicle speed control system. The ECT shift data are data of an ECT shift diagram as shown in Fig. 31 for operating of the shift of the speed stage of the automatic transmission when the automatic speed control system is cancelled. The ECT-A/D shift data are data of an ECT-A/D shift diagram as shown in Fig. 32 for operating the shift of the speed stage of the automatic transmission when the automatic speed control is acted. The ECT lockup data are data of an ECT lockup diagram as shown in Fig. 31 for operating the lockup clutch of the automatic transmission when the automatic speed control system is cancelled. The ECT-A/D lockup data are data of an ECT-A/D lockup diagram as shown in Fig. 33 for operating the lockup clutch of the automatic transmission when the automatic speed control system is acted. For example, a map for shift of the speed stage as shown in Fig. 34 is set in the read only memory RAM as the ECT shift diagram. The ECT up timer data and the ECT-A/D up timer data are data of timers for a prohibition and a delay of the up shift of the speed stage when the automatic speed control system is cancelled and is acted respectively. The ECT down timer data and the ECT-A/D down timer data are data of timers for a prohibition and a delay of the down shift of the speed stage when the automatic speed control system is cancelled and is acted respectively. The torque data are data of torque diagrams as shown in Fig. 25 for calculating the torque of the vehicle. The maximum torque data are data of a maximum torque diagram as shown in Fig. 26 for calculating the maximum torque of the vehicle. The program of the vehicle speed control system is shown as flow diagrams in Fig. 2 through Fig. 19. Variables, resisters, timers, flags and constants used in the flow diagrams are shown in Fig. 37 and fig. 38. When the ignition switch IG is turned ON and the regulated voltage supply CON is started the supply of the voltage to CPU, the operation of CPU is started. Referring to Fig. 2, in a step 40, the condition of memories and ports are initialized. In this step, memories are cleared, ports P1 through P18, P22, P24 and P26 are set as input ports, ports P21, P23, P25 and P27 through P30 are set as output ports, and flags are set to the initial level thereof. The condition of each input port is read out and flags or memories are set as follows (step 50): Flag SW-D is set to "1" when the shift lever is positioned at the drive range, the reverse range or the parking range, and set to "0" when the shift lever is positioned at the neutral range, the second speed range and the low speed range. Flag SW-BK is set to "1" when the brake switch BS is turned ON, and set to "0" when the brake switch BS is turned OFF. Flag SW-PKB is set to "1" when the parking brake switch PK is turned ON, and set to "0" when the parking brake switch PK is turned OFF. Flag SW-A/D-MAIN is set to "1" when the main switch ADS is turned ON, and set to "0" when the main switch ADS is turned OFF. Flag SW-A/D-SET is set to "1" when the set switch SP is turned ON, and set to "0" when the set switch SP is turned OFF. Flag SW-A/D-RES is set to "1" when the resume switch RS is turned ON, and set to "0" when the resume switch RS is turned OFF. After step 50, a sub routine MODE CHANGE (step 60), a sub routine MAP CHANGE (step 80), a sub routine SHIFT JUDGEMENT (step 100), a sub routine LOCKUP DATA SET (step 110), a sub routine SHIFT CONTROL (step 120) and a sub routine AUTOMATIC SPEED CONTROL (step 180) are executed continuously, and step 50 is executed again after these disposition is completed. The sub routine MODE CHANGE (step 60) as shown in Fig. 3 is executed for changing to ECT mode or ECT-A/D mode. The ECT mode is for actuating the automatic transmission control system only, and the ECT-A/D mode is for actuating both the automatic transmission control system and the automatic speed control system. When flag SW-A/D-MAIN is "1", and flag F-A/D-SET is "1", and timers T-T1, T-T2 and T-T3 are all "0", flag F-ECT-A/D is set to "1" (step 61 through step 66), thereby the mode of the vehicle speed control system is changed to ECT-A/D mode. When flag SW-A/D-MAIN is "0", and when flag SW-A/D-MAIN is "1" and flag F-A/D-CAN is "1", or when flag SW-A/D-MAIN is "0", if timers T-T1, T-T2, T-T3, T-DEL-UP and T-DEL-MODE are all "0" and then flag F-ECT-A/D is set to "0" (step 61 and 68 through 73). Timers T-T1, T-T2 and T-T3 which are written later are for shift of the speed stage. When these timers are not "0", the transmission is executing the shift of the speed stage. Timer T-DEL-UP is for delaying the up shift of the speed stage which write later. When timer T-DEL-UP is not "0", the up shift is not executed. Timer T-DEL-MODE is for delaying the mode changing. When timer T-DEL-MODE is not "0", the mode change is not executed. In this way, the mode of the vehicle speed control system is changed to ECT-A/D mode (flag F-ECT-A/D is set to "1") when the main switch ADS is turned ON and further the set switch is turned ON, and the mode of the vehicle speed control system is changed to ECT mode (flag F-ECT-A/D is set to "0") when the main switch ADS is turned OFF or the flag F-A/D-CAN is set to "1". In this time, flag F-ECT-A/D is set to "0" when the transmission is shifting (timers T-T1, T-T2 and T-T3 are not "0") or up shift is delaying (T-DEL-UP is not "0") or the mode change is delaying (T-DEL-MODE is not "0"). The sub routine MAP CHANGE as shown in Fig. 4 is executed after sub routine MODE CHANGE. When flag F-ECT-A/D is "1" (step 81), or when flag F-ECT-A/D is "0" and flag F-ACC is "1" and variable Vdev is not lower than 0.5 kilometre per hour (step 81 and step 84, 85 and 86), a constant ECT-SMAP is set to an address pointer Ps of the shift data and a constant ECT-LMAP is set to an address pointer P1 of the lockup data (step 82 and 83). When flag F-ECT-A/D is "0" and flag F-ACC is "0" and variable TH is equal to constant THmax (step 81, 84 and 90), or when flag F-ECT-A/D is "0" and flag F-ACC is "0" and variable TH is not equal to constant THmax and flag F-ACC-SEN is "1" (step 81, 84, 90 and 91), a constant ECT-SMAP is set to an address pointer Ps of the shift data and a constant ECT-LMAP is set to an address pointer P1 of the lockup data (step 82 and 83) after flag F-ACC is set to "1" and timer T-DEL-UP is set to "0" (step 92 and 93). Variable Vdev is calculated in step 85 as the absolute value of the deviation between a present vehicle velocity Vc and a setting vehicle velocity Vset. The present vehicle velocity Vc is calculated by signals from the speed sensor SP1 and the speed sensor SP2. The setting vehicle velocity Vset is a vehicle velocity at the time which the set switch SP is turned OFF. Variable TH is a present throttle opening. Constant THmax is a maximum Throttle opening, and the value of the THmax is "TH7". After all, step 90 is a judgement step whether the present throttle opening is "TH7" or not. Flag F-ACC-SEN is set to "1" at timer interrupt which is written after, when the various amount of the throttle opening is large. Flag F-ACC is set to "1" if the present throttle opening is "TH7" or if the throttle opening is large quickly when the acceleration is not stepped at ECT-A/D mode. And flag F-ACC is set to "0" if the deviation between the present vehicle velocity Vc and the setting vehicle velocity Vset is smaller than 0.5 kilometre per hour when the acceleration is stepped at ECT-A/D mode. In this way, a value of the head address of ECT shift data (ECT-SMAP) is set to the address pointer Ps, and a value of the head address of ECT lockup data (ECT-LMAP) is set to the address pointer P1 at ECT mode, at the time that the deviation Vdev is large but the accelerator is stepped at ECT-A/D mode, and at the time that the throttle opening is maximum or moves quickly when the accelerator is not stepped at ECT-A/D mode. Therefore ECT shift and lockup data are used at shift and lockup judgement in this case. When flag F-ECT-A/D is "0" and flag F-ACC is "0" and variable TH is not equal to variable THmax and flag F-ACC-SEN is "0" (step 81, 84, 90 and 91), a constant ECT-A/D-SMAP is set to the address pointer Ps and a constant ECT-A/D-LMAP is set to the address pointer P1 (step 88 and 89). When flag F-ECT-A/D is "0" and flag F-ACC is "1" and variable Vdev is lower than 0.5 kilometre per hour (step 81, 84, 85 and 86), a constant ECT-A/D-SMAP is set to the address pointer Ps and a constant ECT-A/D-LMAP is set to the address pointer P1 (step 88 and 89) after flag F-ACC is set to "0" (step 87). In this way, a value of the head address of ECT-A/D shift data (ECT-A/D-SMAP) is set to the address pointer Ps, and a value of the head address of ECT-A/D lockup data (ECT-A/D-LMAP) is set to the address pointer P1 at ECT-A/D mode, except the time that the deviation Vdev is large but the accelerator is stepped, and the time that the throttle opening is maximum or moves quickly when the accelerator is not stepped. Therefore ECT-A/D shift and lockup data are used at shift and lockup judgement in this case. The timer interrupt is shown in Fig. 19. The timer interrupt is executed one time per 200 millisecond. Referring to Fig. 19, variable TH-CHK is set to the absolute value of the value by subtracting the value of variable TH-PAST from variable TH. The variable TH-PAST shows the value of the throttle opening before 200 millisecond. In step 302, if the variable TH-CHK is larger than two then flag F-ACC-SEN is set to "1". Thus, when the throttle opening is moved over two for 200 millisecond, flag F-ACC-SEN is set to "1". In step 304, variable TH-PAST is replaced to the variable TH for next timer interrupt. The sub routine SHIFT JUDGEMENT as shown in Fig. 5 is executed after sub routine MAP CHANGE. When timer T-T4 is not "0" or when timer T-T5 is "0" and timer T-T3 is "0" (step 101,102 and 103), a value of variable TH-REV is set in step 104 through 107 and shift and lockup judgement is executed to using the variable TH-REV, present speed stage and the data indicated by the address pointer Ps and P1. Here, when the fixed duty control (written later) is executing, the shift and lockup judgement is not executed. The fixed duty control controls the throttle valve, so the throttle opening is changed, and the automatic transmission control system is shifted the speed stage by the change of the throttle opening. This routine prohibits the new shift at the fixed duty rate control for decreasing the shock of the shift of the speed stage. In the shift and lockup judgement (step 108), if the created speed stage is lower than the last speed stage then flag F-DWN is set to "1", and if the created speed stage is upper than the last speed stage then flag F-DWN is set to "0". The variable TH-REV is set to TH+Vdev/5 at ECT-A/D mode (flag F-ECT-A/D is "1"). the variation Vdev is A value Vc-Vset, Vc is a present vehicle velocity and Vset is a setting Vehicle velocity. The variable TH-REV is set to TH at ECT mode (flag F-ECT-A/D is "0"). In this way, at ECT-A/D mode, the shift and lockup judgement is executed taking the deviation Vdev into consideration. The variable amount of the shifting point and lockup point is large according to the magnitude of the deviation Vdev. If the deviation Vdev is possible, the down shifting is more easily because the shift data is set that the vehicle velocity at shifting point is higher according to the increase of throttle opening. If the deviation Vdev is negative, the up shifting is more easily because the shift data is set that the vehicle velocity at shifting point is lower according to the decrease of throttle opening. When the vehicle is driven by the automatic speed control system, if the present vehicle velocity is smaller than the setting vehicle velocity, the vehicle is apt to raise the vehicle velocity because of easiness of down shift. When the vehicle is driven by the automatic speed control system, if present vehicle velocity is larger than the setting vehicle velocity, the vehicle is apt to reduce the vehicle velocity because of easiness of up shift. Here, timer T-T3 (written later) indicates the time until the engaging of the lockup clutch is allowed from the shift of the speed stage is done. Timer T-T4 (written later) indicates the time until the start of the fixing duty rate control of the throttle valve. Timer T-T5 (written later) indicates the time until the end of the fixing duty rate control of the throttle valve from the start of the fixing duty rate control. Accordingly, in step 101, 102 and 103, the shift and lockup judgement is not executed in the time from the shift to the end of the disengaging of the lockup clutch and in the time that the fixing duty rate control is executed. The sub routine LOCKUP DATA SET as shown in Fig. 6 is executed after sub routine SHIFT JUDGEMENT. The deviation Vdev is set to the absolute value of the difference between the present vehicle velocity Vc and the setting vehicle velocity (step 112). When the deviation Vdev is larger than 2 kilometre per hour (step 113), flag F-EN-L/U is set to "0" (step 114) and timer T-DIS-L/U is set to 5 second (step 115) and the timer T-DIS-L/U is started (step 116). the timer T-DIS-L/U is decreased 1 bit per the beforehand decided time, and become to "0" after 5 second. When the deviation Vdev is smaller than 0.5 kilometre per hour (step 113 and 117), flag F-EN-L/U is set to "1" (step 118). Flag F-EN-L/U is a lockup allowance flag. If the flag F-EN-L/U is "1" then the engaging of the lockup clutch is enable, and if the flag F-EN-L/U is "0" then the engaging of the lockup clutch is not enable at sub routine SHIFT CHANGE written later. These transaction is not executed if flag F-ECT-A/D is "0" (ECT mode). The sub routine SHIFT CHANGE as shown in Fig. 7, 8 and 9 is executed after sub routine LOCKUP DATA SET. When the shift of the speed stage does not exist, flag F-DEL-UP which indicates that the delay of up shift is doing is set to "0" and step 161 through 170 is executed. When the shift of the speed stage exists in shift and lockup judgement of step 108 in Fig. 5, the speed stage is set to RAM (step 123) and timers for shift of the speed stage are establish at follows step. When flag F-ECT-A/D is "0" (the mode is ECT mode) or flag F-ACC is "1" (the operation of the accelerator is done), if the shift of the speed stage is to lower stage (flag F-DWN is "1") then index resister X is set to a constant ECT-DT, and if the shift of the speed stage is up shift (flag F-DWN is "0") then index resister X is set to a constant ECT-UT at step 125 through 127. The constant ECT-DT is a head address of the ECT down timer, and the timer data at the time that the shift of the speed stage is to lower stage are set in the contents of the addresses indicated by value of ECT-DT to ECT-DT+4. The constant ECT-UT is a head address of the ECT down timer, and the timer data at the time that the shift of the speed stage is to higher stage are set in the contents of the addresses indicated by value of ECT-UT to ECT-UT+4. After these step, sub routine TEMPORARY TIMER SET is executed. The sub routine TEMPORARY TIMER SET as shown in Fig.14 is for setting timers for shift of the speed stage. Referring to Fig. 14, variables T1-ORG, T2-ORG, T3-ORG, T4-ORG and T5-ORG are set to the value of variables T1-TEM, T2-TEM, T3-TEM, T4-TEM and T5-TEM respectively. And variables T1-TEM, T2-TEM, T3-TEM, T4-TEM and T5-TEM are set to the contents of addresses X, X+1, X+2, X+3, X+4 and X+5 respectively. X is a value of the index resister. The variables T1-ORG through T5-ORG are the old value of the timers T-T1 through T-T5, and the variables T1-TEM through T5-TEM are the temporary value of the timers T-T1 through T-T5. For example, in step 128 in Fig. 7, if the shift of the speed stage is lower stage, the variables T1-TEM, T2-TEM, T3-TEM, T4-TEM and T5-TEM are set to the contents of the addresses indicated by value of ECT-DT, ECT-DT+1, ECT-DT+2, ECT-DT+3 and ECT-DT+4. In this way, the temporary timers are set. But the timers are able to change according to the throttle opening, desire speed stage and the state of the lockup clutch as shown in Fig. 22. Referring to Fig. 7 through 9 again, when the mode is ECT-A/D mode (flag F-ECT-A/D is "1") and the acceleration is not operated (flag F-ACC is "0"), step 132 through 143 is executed except the case that the present vehicle velocity is lower than 50 kilometre and that the setting speed stage in step 123 is 3rd speed. When the present vehicle velocity is lower than 50 kilometre and the setting speed stage in step 123 is 3rd speed, step 132 through 160 is skipped. In this way, the shift for 3rd speed is not done, and times of the shift of the speed stage is decreased, so the feeling of the crew is to be better. The step 131 is able to change to the step in Fig. 36. In this routine, if each the vehicle velocity Vc and the throttle opening TH is small, then the shift for O/D speed is not done. And if the throttle opening TH is large, then the shift for 1st or 2nd stage is not done. In step 132 through 143, if the shift of the speed stage is to upper stage, the index resister X is set to the value of constant ECT-A/D-UT, and sub routine TEMPORARY TIMER SET is executed. Further if flag F-DEL-UP is "0" then timer T-DEL-UP is set to 4 second and the timer is started. In step 138, the sub routine UP SHIFT PROHIBITION is executed. Timer T-DEL-UP is a up shift delay timer, and delays the change of the speed stage until the timer becomes to "0". In step 132 through 143, if the shift of the speed stage is a down shift, the index resister X is set to constant ECT-A/D-DT, and sub routine TEMPORARY TIMER SET is executed. Further timer T-DIS-UP is set to 5 second and the timer is started. And flag F-DEL-UP is set to "0". The sub routine UP SHIFT PROHIBITION is shown in Fig. 13. In step 221, the index resister X is set to the variable Vc (the present vehicle velocity), the resister A is set to the variable NSHFT which is a present shift position, and the resister B is set to the variable TH (the present throttle opening). After that, the sub routine GET TRQ is executed. The sub routine GET TRQ is shown in Fig. 16. Referring to Fig. 16, the index resister X is set to a value by dividing the value of last index resister X by 10 and by subtracting 4 (step 251). When the value under a decimal point is occurred then the value under the decimal point is omitted because the index resister X is not able to put the value under decimal point. For example, when the present vehicle velocity is 55 kilometre per hour, the value of index resister X is turned to "1" after step 251. In step 251, the contents of index resister X is stored to a stack. Then if the value of index resister X is larger than 5, then the value of the index resister X is replaced with 5, and flag CARRY is set to "1". If the value of index resister X is smaller than 0, then the value of the index resister is replaced with 0, and flag CARRY is set to "1". In step 258, Tne contents of the index resister X is replaced with the value calculated by X * TABLESIZ1 + A * TABLESIZ2 * TABLESIZ1 + B. And in step 259, the resister B is stored to the value indicated by the index resister X. The TABLESIZ1 is a constant and means the number of the tables as shown in Fig. 26. Referring to Fig. 26, there are six tables. For example, if the value of the index resister X is "1" ( the present vehicle velocity is 50 through 59 kilometre per hour), then Index 1 of the table (b) is selected. The TABLESIZ2 is a constant and means a number of speed stages that is 4 in this embodiment. For example, if the vehicle velocity is 67 kilometre per hour and the present speed stage is 2nd speed and further the present throttle opening is "TH5", then the resister B is stored to the value "170". After that, the value calculated by step 251 is replaced to index resister X again. Here, the torque stored in the torque data is created by Fig. 23. Fig. 23 shows the relationship of the torque which is surveyed, the throttle opening, the speed stage and the vehicle velocity. For example, when the vehicle velocity is 50 kilometre per hour, the torques are shown in Fig. 24. Referring to Fig. 13 again, a variable TN is set to the value of the resister B which is the value of the present torque of the vehicle. After that, the resister A is set to the value by adding 1 to the variable NSHFT. And the sub routine GET MAX TRQ is executed. The sub routine GET MAX TRQ is shown in Fig. 18. The index resister X has been set to the value processed the variable Vc in the sub routine GET TRQ. In step 291, the resister A is replaced to the value by subtracting 2 from the last value of the resister A. The index resister is replaced to the value by multiplying the last value of the index resister X by 3 and by adding the value of the resister A. Further, the index resister is replaced to the value by adding the constant TBL-MT to the last value of the index resister X. And in step 294, the resister A is set to the contents of the address indicated by the index resister X. The constant TBL-MT indicates the head address of the maximum torque data, the resister A is stored a value which indicates the maximum torque of the vehicle corresponding to the variable TN and the maximum torque data are shown in Fig. 26. The variable TN shows the present torque, and the variable Vc shows the present vehicle velocity. Referring to Fig. 13 again, in step 226, if the value of the variable TN is larger than the contents of the resister A (the present torque is larger than the maximum torque), then flag F-DIS-UP is set to "1", and if the value of the variable TN is smaller than the contents of the resister A (the present torque is smaller than the maximum torque), then flag F-DIS-UP is set to "0". Thus in this sub routine, when the present torque is larger than the maximum torque, flag F-DIS-UP is set to "1" and the up shift of the speed state is prohibited. Referring to the sub routine SHIFT CHANGE (Fig. 7, 8 and 9) again, in step 144 (Fig. 8), if timer T-DEL-UP is "0" then flag F-DEL-UP is set to "0" and the shift of the speed stage is allowed. After that, if the timers T-T1, T-T2, T-T3, T-T4 and T-T5 are all "0" (the shift of speed stage is not done at the present time), then the variable T1-TEM through T5-TEM is set to the timers T-T1 through T-T5, and timers T-T1,T-T2 and T-T4 are started. IF one of the timers T-T1 through T-T5 is not "0", the deviation Vdev is set to the absolute value of the difference between the present vehicle velocity and the setting vehicle velocity. And when the deviation is larger than 3 kilometre per hour, the value of the timers T-T1 through T-T5 are changed to the value by subtracting the value of the passage time of the timers from the value of the temporary timers. The value of the passage time of the timers is a value by subtracting the value of the present time of the timers from the value of the last temporary timers. But if the changed value is under zero, the changed value is replaced to zero. In this way, if the deviation Vdev is large, the value of the timers is decreased, and the shift of the speed stage is to be early. So, the deviation Vdev is not to be large. Further, as shown in Fig. 19, the deviation Vdev is small, so the shift of the speed stage is not done at the small change of the throttle opening. But as shown in Fig. 18, the deviation is large, so the shift of the speed stage is done at the small change of the throttle opening. In this way, when the deviation Vdev is large, the sensitivity is to be highly. When timer T-T1 is "0" or the timer T-T1 is end, timer T-T3 is started (step 163). The end of timer T-T1 is at the time that the timer T-T1 is nearly "0". After that, when timer T-DIS-UP is "0" and flag F-DWN is "1" and when the timer T-DIS-UP is "0" and Flag F-DWN is "0" and flag F-DIS-UP is "0", the data of the speed stage is sent to the output ports P21 and P23 (step 167). In short, when the up shift is not allowable, the shift of the speed stage of the transmission is not executed. When timer T-T2 is "0" and timer T-T3 is not "0", high level voltage is sent from the output port P25 which is for lockup clutch control, thereby the lockup clutch is disengaged. If timer T-T3 is end ( T-T3 is "0") then the value calculated by the shift and lockup judgement in step 108 is sent to the output port P25. When timer T-T4 is "0" and the timer T-T4 is end, timer T-T5 is started. The end of timer T-T4 is at the time that the timer T-T4 is nearly "0". For example, the state of timer T-T1, T-T2, T-T3, T-T4 and T-T5 and the states of shift of the speed stage and lockup clutch are shown in Fig. 20. Referring to Fig. 20, the shift of the speed stage is done at the end of timer T-T1. The lockup clutch is disengaged at the end of timer T-T2, and engaged at the end of timer T-T3. The fixing duty rate control that is written later is started at the end of timer T-T4, and ended at the end of timer T-T5. After the timer operation, sub routine SOLENOID ABNORMAL DETECTING is executed (step 175). This routine is an abnormal detecting means. Referring to Fig. 1, when the output port P21 is high level, if the solenoid SL1 is normally then the input port P22 is turned to low level, and if the solenoid SL1 is opened then the input port P22 is turned to high level. When the output port P21 is low level, if the solenoid SL1 is normally then the input port P22 is turned to high level, and if each side of the solenoid SL1 is short circuit then the input port P22 is turned to low level. In this way, if the solenoid SL1 is normally, when the output of the output port P21 is "1" (high), the input of the input port P22 is turned "0" (low), and when the output is "0" (low), the input is "1" (high). The relation of the other output ports P23 and P24 and input ports P24 and P26 are same. Accordingly, if the value which sent to the output port of a solenoid is equal to the value which received at the input port of the solenoid, the fail of the solenoid is detected. Referring to Fig. 15, if the output data for solenoids is equal to the input data then flag F-FAIL is set to "1" and the fail of the solenoid is able to detect. When the solenoid is normally, flag F-FAIL is set to "0". The sub routine AUTOMATIC SPEED CONTROL as shown in Fig. 10, 11 and 12 is executed after sub routine SHIFT CHANGE. When flag F-ACC is "0" and flag F-ECT-A/D is "1" and one of timers T-T1, T-T2 and T-T3 is not "0" at least, step 186 is executed. In step 186, if flag F-TH-HLD is "1" then step 194 is executed. The flag F-TH-HLD is for change states whether the fixed duty rate control is executed or not. When flag F-TH-HLD is "0", then the flag F-TH-HLD is turned to "1" (step 187). In step 188, index resister X is set to variable Vc (present vehicle velocity), resister A is set to variable NSHFT which is a present shift position, and resister B is set to variable TH (present throttle opening). After that, sub routine GET TRQ is executed. In the sub routine, the present torque is stored in the resister B. After sub routine GET TRQ, if the judgement of the shift of the speed stage is down shift, then the value by subtracting 1 from NSHFT is placed to resister A. If the judgement is up shift, then the value by adding 1 to NSHFT is placed to resister A. After that, the sub routine GET TH is executed. Referring to Fig. 17, the variable TRQ is set to the value of resister B which is placed the torque of the vehicle in the subroutine GET TRQ. The resister B is set to a value "-1" (step 272). As the operation enters the loop consists of step 273 through 278, a value of +1 is added to the resister A (step 273). When the contents of resister B is smaller than a constant THmax, the contents of resister B is stored to the stack, and sub routine GET TRQ is executed. In this subroutine GET TRQ, the torque of the vehicle is stored to the resister B. If the value of the resister B is not larger than the variable TRQ, then the resister B is set again to the value that is stored in step 275 and the operation is returned to step 273. If the value of the resister B is larger than variable TRQ, then the resister B is set again to the value that is stored in step 275. In this steps, the torque of the vehicle after the shift of the speed stage is calculated when the value of the resister A which means the throttle opening is 0 through 7, and the resister B is stored to the torque at the time that the torque is larger than the present torque TRQ. If the torque is not larger than the present torque TRQ at the maximum throttle opening, then the resister B is stored to the value THmax indicated the maximum throttle opening. Referring to Fig.10 again, if the timer T-T4 is not "0", then step 197 is executed. If the timer T-T4 is "0" and the timer T-T5 is "0", then flag F-TH-HLD is set to "0" and the step 197 is executed. If the timer T-T4 is "0" and the timer T-T5 is not "0", then the fixed duty rate control is executed in step 208 and 209 in Fig. 11. Referring to Fig. 11, the variable THOUT is set to the value of resister B that is stored to the value of the throttle opening after the shift of the speed stage. In step 209, the output port P29 is turned to low level, and the output ports P27 and P28 are controlled to keep the duty rate to the value of duty rate corresponding to the value of the variable THOUT (that is the fixed duty rate control). In step 197, if flag SW-A/D-MAIN is "0", then flag F-A/D-CAN is set to "1", flag F-A/D-SET is set to "0" and the step 216 is executed. If flag SW-A/D-MAIN is "1" and flag SW-A/D-SET is "1", then the flag F-A/D-CAN is set to "0" and flag F-A/D-SET is set to "1", further timer T-DEL-MODE is set to one second and the timer is started. Thus the timer T-DEL-MODE is started at ECT-A/D mode when the set switch SP is turned ON and delays the change of modes. For example, this relationship is shown in Fig. 21. When the mode is changed, the shift of the speed stage is apt to do. But in this way, the shift of the speed stage is not occurred at the same time that the set of the automatic speed control. Referring to Fig. 11 again, After that, when flag F-ECT-A/D is "1", and flag F-FAIL is "0", the SPEED CONTROL routine (step 205) is executed. In this step, the vehicle velocity is held by controlling the duty rate of the output for the release valve RV and the control valve CV. Then flag F-TH-HLD is set to "0" (step 207), the fixed duty rate control is cancelled. If the flag F-FAIL is "1", then flag F-A/D-can is set to "1", the automatic control is cancelled, and flag F-TH-HLD is set to "0". If the flag F-ECT-A/D is "0" then the management of step 204 through 207 is not executed. In this routine, if the fail of the automatic transmission control system is happened, the automatic speed control is cancelled. When the shift of the speed stage is occurred by controlling of the throttle valve by the automatic speed control, if the solenoid of the transmission is failed, then the shift may be a unexpected shift. For example, when the solenoid SL2 is fail to hold "OFF", the speed stage of the transmission becomes only 1st speed or O/D speed.In this time, if the automatic speed control changes the stage very often between the 1st speed and O/D speed by ups and downs of the road, a shock of the vehicle is to be very large and dangerous. But in present embodiment, the danger is not occurred. Here, when the solenoid is failed, danger by the shift for the upper side of the speed stage is smaller than for the lower side. So, when the shift for the upper side of the speed stage is able to do, the automatic speed control may be continue. This case is shown in Fig. 35. In step 204-a, when the flag F-FAIL is "1", if the shift for 3rd stage or O/D stage is able to do, then the speed control is executed. Referring to Fig. 11 again, in step 210 through 215, the management of the cancelling of the automatic speed control is executed. If flag SW-A/D-RES is "1", then flag F-A/D-CAN is set to "0", the management of the automatic speed control is cancelled. When flag SW-A/D-RES is "0", if flag SW-PKB is "1", or if flag SW-BK is "1", or if flag SW-D is not "1", then flag F-A/D-CAN is set to "1", the automatic speed control is cancelled. In step 216 through 218, if the present vehicle velocity is under 40 kilometre per hour, flag F-A/D-CAN is set to "1" and flag F-A/D-SET is set to "0". Accordingly, the automatic speed control is cancelled if the vehicle velocity is down. The present specification includes subject-matter which is claimed in divisional applications EP-A-469 645 and EP-A-473 204.

Claims: A vehicle speed control system comprising: an automatic speed control means for controlling a vehicle velocity of the vehicle to a setting vehicle velocity which is set by the driver of the vehicle, and an automatic transmission control means for controlling the shift point of a speed stage of an automatic transmission of the vehicle by using a deviation between a present vehicle velocity and the setting vehicle velocity of the automatic speed control means, and for controlling a delay time of the shift point of the shift of a speed stage of the automatic transmission of the vehicle to be short at the time the deviation between the present vehicle velocity and the setting vehicle velocity is large. A vehicle speed control system according to claim 1, wherein the automatic transmission control means controls the delay time of the shift of the speed stage of the automatic transmission of the vehicle to be short according to the amount of the deviation between the present vehicle velocity and the setting vehicle velocity. A vehicle speed control sytem according to claim 1, wherein said automatic transmission control means comprises two modes: a first mode at the time the automatic speed control means is controlling the vehicle velocity, and a second mode at the time the automatic speed control means is not controlling the vehicle velocity; and said automatic transmission control means delay the change of the mode at the shifting of the speed stage. A vehicle speed control system according to claim 1, wherein said automatic transmission control means prohibits the shift of the speed stage to a fixed speed stage at the time the automatic speed control means is controlling the vehicle velocity. A vehicle speed control system according to claim 4, wherein automatic transmission control means controls the speed stage according to the vehicle velocity and the throttle opening, and prohibits the shift of the speed stage to a fixed speed stage according to one of the vehicle velocity and the throttle opening at least. A vehicle speed control system according to claim 5, wherein said automatic transmission control means prohibits the shift of the speed stage to the speed stage of a larger gear of the transmission lately when the vehicle velocity and the throttle opening are small together. A vehicle speed control system according to claim 5, wherein said automatic transmission control means prohibits the shift of the speed stage to the speed stage of the smaller gear of the transmission lately when the vehicle velocity and the throttle opening are large together.

Inventors: KAWATA, SHOJI, MIYAKE, OSAMU, SUZUMURA, NOBUYASU
Applicants: AISIN SEIKI KABUSHIKI KAISHA
Application year: 1987
Main classification: B60K41
IPC codes: F16H61, B60K31