JPH10166900A - Automatic driving control device - Google Patents

Abstract

(57) [Summary] [Problem] When an abnormality occurs in a transmission, automatic traveling control is complicated. An engine and an automatic transmission are controlled so as to adjust a vehicle speed according to a distance to an object ahead of the vehicle. At this time, shift change, engine brake control, lock-up control, and the like are performed on the transmission. Transmission abnormalities,
For example, when the failure of the solenoid (S35) is detected, the acceptance of the automatic traveling control is stopped or the automatic traveling control is canceled (S140). Further, the fact is indicated (S150). Abnormalities in the transmission can be dealt with by simple processing.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic cruise control device, and more particularly to an automatic cruise control device for controlling a transmission to adjust a vehicle speed in accordance with a distance to an object ahead of the vehicle. The control contents here include shift change and lock-up control of the transmission, drive source brake control, and the like.

[0002]

2. Description of the Related Art Conventionally, it has been required to reduce the burden on a driver by performing a manual operation performed by a driver instead of a control device. There is. 2. Description of the Related Art As an automatic traveling control device, a device (constant speed traveling control device) for causing a vehicle to travel constantly at a target vehicle speed is known.

Recently, attention has been paid to a device (follow-up running control device) that drives a vehicle so as to follow a preceding running vehicle at a predetermined inter-vehicle distance, and its development is progressing. Hereinafter, a forward traveling vehicle to be followed by the following traveling control is referred to as a target vehicle. Furthermore, an automatic cruise control device having both the above-mentioned constant speed cruise control and following cruise control has been proposed and has been put to practical use in part. This device performs cruise control while the target vehicle is not detected,
When the target vehicle is detected, follow-up running control is performed.

A conventionally proposed automatic travel control device which includes an automatic transmission as a control object is, for example, a device described in Japanese Patent Application Laid-Open No. 6-11200. This device detects an inter-vehicle distance from a target vehicle using a laser radar, and controls the automatic transmission to perform a downshift when the inter-vehicle distance becomes short. As a result, the deceleration of the engine brake increases.

Japanese Patent Application Laid-Open No. 4-208647 proposes a constant-speed traveling control device which controls an automatic transmission. This device maintains the target vehicle speed,
Control the automatic transmission to make a shift change. This device accelerates the vehicle by performing a downshift, and performs an upshift when a target vehicle speed is reached. A constant-speed traveling control device that controls an automatic transmission is disclosed in Japanese Patent Application Laid-Open No. 7-304.
No. 349 is disclosed.

[0006] Further, Japanese Patent Application No. 8-1470 filed by the present applicant is disclosed.
The control device described in No. 84 performs lockup control of an automatic transmission for vehicle speed adjustment. In this device, in order to increase the deceleration of the vehicle as required, a lock-up clutch provided in parallel with the torque converter is engaged, and a lock-up state or a lock-up slip state is set.

[0007]

SUMMARY OF THE INVENTION The above-mentioned Japanese Patent Laid-Open No. 6-1
In JP-A-1200, it is assumed that the transmission operates normally, and no consideration is given to control when an abnormality occurs in the transmission.

[0008] This problem will be described in detail with an example of a device that comprehensively controls the engine and the automatic transmission (for example, described in the above publication). Generally, an automatic transmission is provided with a hydraulic control device, and the automatic transmission operates when a solenoid of the hydraulic control device functions. Then, when the solenoid fails, for example, since a shift change is not performed, it may be impossible to increase the deceleration by a downshift other than the throttle control. Also, lock-up control may not be possible due to the solenoid failure, or the engine braking force may not be increased.

Therefore, when the solenoid of the automatic transmission fails, control on the engine side is required to compensate for the failure. For example, it is necessary to control such that the deceleration achieved by controlling the automatic transmission is compensated for by changing the opening amount of the electronic throttle of the engine or changing the fuel cut region. However, coping with the abnormality of the automatic transmission by the engine control may cause the control to be complicated.

[0010] The above problem is not limited to the case where the control target is the engine and the automatic transmission. The same applies to a device that controls a drive source such as a motor or a brake as well as a transmission.

[0011] The present invention has been made in view of the above problems. An object of the present invention is to provide an automatic cruise control device capable of coping with an abnormality of a transmission by a simple control without complicating the control when an abnormality occurs in a transmission to be controlled.

[0012]

An automatic cruise control device according to the present invention performs cruise control such that the vehicle speed is adjusted in accordance with the distance to an object ahead of the vehicle, and includes a transmission as a controlled object. Means for prohibiting the traveling control when an abnormality of the transmission is detected.

Here, the adjustment of the vehicle speed includes a case where the vehicle speed is maintained in addition to acceleration and deceleration. The control object may be the transmission alone, or may include a drive source (engine, motor, etc.), a brake, and the like in addition to the transmission. The transmission is preferably an automatic transmission, but may be a manual transmission having a transmission mechanism that does not depend on the driver's operation. Further, an automatic transmission in which the driver can set a mode (so-called sports mode) for changing the gear position by his / her own operation may be used.

An abnormality of the transmission is, for example, a failure of a solenoid of a hydraulic control device. In addition, a control for adjusting a vehicle speed (shift change, engine brake operation, lock-up, etc.) is normally performed. Something is going away.

According to the present invention, when the abnormality of the transmission is detected, the traveling control is prohibited, so that the control for dealing with the abnormality is simplified. For example, in the above-mentioned example, if the abnormality of the automatic transmission is handled by the engine control, the control becomes complicated. On the other hand, in the present invention, the driving control itself may be prohibited, so that the control is simple.

Further, another automatic traveling control device according to the present invention includes:
A device that performs traveling control such as adjusting the vehicle speed in accordance with the distance to an object ahead of the vehicle, and includes a transmission as a control target.If an abnormality in the transmission is detected, the traveling control cannot be executed. It has a means for notifying that there is something.

According to the present invention, for example, the driver drives the vehicle without using the automatic driving control. Therefore, it is possible to cope with the abnormality of the transmission without performing complicated control. In addition, it goes without saying that a configuration for notifying here may be provided in addition to the configuration for prohibiting the traveling control described above.

[0018]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of the present invention (hereinafter, referred to as embodiments) will be described below with reference to the drawings.
Here, (1) “the automatic transmission controlled by the automatic travel control device”, (2) “the configuration of the automatic travel control device”,
The description will be made in the order of (3) “automatic traveling control” and (4) “control characteristic of the present invention”.

(1) “A control target of the automatic cruise control device
That automatic transmission "Figures 1-5 show the structure of an automatic transmission to be controlled for the automatic travel control device of the present embodiment. This automatic transmission is an auxiliary transmission OD including a front-type overdrive planetary gear unit shown in FIG. 2 (hereinafter, the planetary gear unit is abbreviated as a gear unit in the description of the embodiment).
And forward 4 consisting of simple connection 3 planetary gear train
A five-speed transmission mechanism in which a first-speed main transmission M is combined with a first-speed reverse transmission, and a hydraulic control device that controls the transmission mechanism.
The transmission circuit portion of the hydraulic control device has a circuit configuration whose main configuration is shown in FIG.

As shown in FIG. 2, the transmission mechanism includes the auxiliary transmission OD and the main transmission M, and further includes a torque converter T with a lock-up clutch. The auxiliary transmission OD includes a sun gear S0, a carrier C0, and a ring gear R.
The first one-way clutch F-0, the multi-plate clutch C-0 in parallel with the first one-way clutch F-0, and the multi-plate brake B-0 in series with the first one-way clutch F-0 are provided. On the other hand, the main transmission M includes sun gears S1 to S3, carriers C1 to C3, and a ring gear R1.
3 of the simple connection in which the speed change elements consisting of
A plurality of gear units P1, P2, P3, and multiple disc clutches C-1, C-
2, band brake B-1, multiple disc brakes B-2 to B-
4. A one-way clutch F-1 and a second one-way clutch F-2 are provided. Although not shown, each clutch and brake is provided with servo means having a piston for engaging and disengaging the friction members under control of servo hydraulic pressure.

In this transmission mechanism, an input rotation of an engine (not shown) is transmitted through a torque converter T to an auxiliary transmission O.
D is transmitted to the input shaft I. And the rotation of the input shaft I is
The auxiliary transmission OD is directly connected by engaging the clutch C-0,
When the clutch C-1 of the main transmission M is engaged and all other frictional engagement elements are released, the sun gear S3 of the gear unit P3 is entered, and the one-way clutch F-2 prevents reverse rotation of the ring gear R3. The first rotation is output from the carrier C3 to the output shaft O. In the reverse drive from the axle side, the power transmission of the reverse path is cut off by releasing the one-way clutch F-2 and the engine brake operation is released. However, the engine is activated by the engagement of the brake B-4 according to the range selection. Brake is obtained.

Next, the second speed rotation is achieved when the sub-transmission OD is directly connected and the clutch C-1 and the brake B-3 are engaged, and at this time, the sub-transmission OD enters the ring gear R2 of the gear unit P2. The input is the carrier C1 of the gear unit P1.
Is output to the carrier C2 of the gear unit P2 and the ring gear R1 of the gear unit P1 directly connected to the carrier C2. In this case, the power is transmitted through the reverse path during the reverse driving, and the reverse driving force from the output shaft O is transmitted to the engine via the input shaft I and the torque converter T via the reverse path from that during the quasi-driving. You. This is because the main transmission M in this transmission mechanism does not include a one-way clutch in parallel with the second brake B-3. Therefore, in this state, the second speed engine brake is generated in any range. Therefore, in the automatic transmission, as described later, at the time of the reverse drive of the second speed in which the engine brake is to be avoided, the clutch C-0 of the auxiliary transmission OD is released and the reverse drive force is released by the overdrive gear unit. Perform the operation.

The third speed rotation is also performed by the auxiliary transmission OD.
By direct connection, the clutch C-1 and the brake B-2 are engaged,
This is achieved when the other is released. At this time, the input that has entered the ring gear R2 of the gear unit P2 is the sun gear S2
Is a reaction force element and is output to the carrier C2. In the reverse drive in this case, the power transmission in the reverse path is cut off by releasing the one-way clutch F-1, and the engine brake is released, but the engine brake is obtained by the engagement of the brake B-1 according to the range selection. .

Further, the fourth speed rotation is also performed by the auxiliary transmission O
This is achieved when the clutch C-1 and the clutch C-2 are both engaged and the other clutches are disengaged by the direct connection of D. At this time, since the input is input to the ring gear R2 and the sun gear S2, the gear unit P2 is directly connected. The input rotation is output as it is. In this case, engine braking always occurs during reverse driving.

In the fifth speed rotation, when the main transmission M is in the fourth speed rotation, the clutch C-0 is released, and the sun gear S0 is fixed by the engagement of the brake B-0, and the auxiliary transmission OD Is achieved by increasing the rotation speed. In reverse, the sub transmission OD is in the above state, and the clutch C-
2 and the brake B-4 are engaged, and all others are released. At this time, the sun gear S of the gear unit P2 is
2 is output as reverse rotation of the carriers C2 and C3 of the gear units P2 and P3 using the ring gear R3 as a reaction force element.

As shown in FIG. 1, the transmission circuit for controlling the engagement and release of each brake and clutch of the transmission mechanism includes:
Between the servo means manual valve 1 and the respective frictional engagement elements for receiving a supply of the line pressure P _L, 1-2 shift for controlling the control pressure P _C supply and discharge the brake B-4 for the first gear engine braking Valve 2, brake B for achieving 3rd speed
Control the supply / discharge of the drive range pressure P _{D to} −2
3 shift valve 3, 3rd speed engine brake B-
1 control pressure P _C supply and discharge and drive range pressure P _D 3-4 shift valve for controlling the supply and discharge 4 for the fourth and fifth speed achieved clutch C-2 with respect to the brake B-0 and the clutch C
A 4-5 shift valve 5 for switching the supply of the line pressure P _L to −0 is provided.

In addition, the SLN signal pressure output from the linear solenoid valve SLN (hereinafter, "signal pressure output" means the signal pressure is generated by eliminating the drain while shifting the gears based on the D range pressure as the base pressure) pressure control valve 6 for generating a control pressure P _C and by regulating the cell refers to) that is, the engine brake relay valve 7 for switching the supply and discharge for the 2-3 shift valve control pressure P _C, 4-5 for the clutch C-0 Line pressure P via shift valve 5
Solenoid valve SL that outputs a switching signal pressure to C-0 exhaust valve 8 for switching supply and discharge of _L to 2-3 shift valve 3
A solenoid valve SL2 for outputting a switching signal pressure to the 1, 1-2 shift valve 2, and a solenoid valve SL for outputting a switching signal pressure to the C-0 exhaust valve 8 via the 1-2 shift valve 2.
3. A solenoid valve SL4 for outputting a switching signal pressure to the C-0 exhaust valve 8 and a linear solenoid valve SL for outputting a pressure control signal pressure for the pressure control valve 6.
N is also provided. An accumulator is attached to each of the brakes and clutches except for the brake B-1 and the brake B-4.

Furthermore, the detail configuration and function of each part, the manual valve 1 is constituted by a spool valve interlocked with the shift lever not shown, by supplying the line pressure P _L from the input port 11, the spool 10 The input port 11 communicates with each output port in accordance with the sliding position of. This valve is used only in the D position port 12 in the D position, and in addition to this in the 3 position from the 3 range port 13 in the 2 position.
From the range port 14, from the L position to the L range port 15, and from the R position to the R range port 1
6, all output ports are closed in the N position, and the input port 11 is connected to the drain port EX in the P position.

Next, the pressure control valve 6
Are configured to have a spool and a plunger that is spring-loaded, as input D-range pressure, which by regulating the output signal of the linear solenoid valve SLN, the control pressure P _C
Through the engine brake relay valve 7 and the 2-3 shift valve 3
To supply.

The engine brake relay valve 7 is constituted by a switching valve having a spring-loaded spool and a plunger.
4 signal pressure is applied to the spool, and
3 switches the supply of the control pressure P _C to the shift valve 3, the discharge of control pressure P _C to the valve by releasing the piezoelectric.

The 2-3 shift valve 3 is constituted by a switching valve having a spool loaded with a spring, and a solenoid valve S
The application of L1 signal pressure and L-range pressure, the supply of the 3-4 shift valve 4 controls pressure P _C to 1-2 shift valve 2 switching, the supply to the oil passage L1a and the oil passage L1b of D range pressure The switching and communication of the oil passage L1c to the oil passage L1d and the switching of the drain are performed.

The 1-2 shift valve 2 is constituted by a switching valve having a spring-loaded spool, and a solenoid valve S
The hydraulic pressure from L2 signal pressure and the oil passage L1a, control pressure P _C of the switching of the discharge from the supply and the brake to the brake B-4, the oil passage L _S 3 of the solenoid valve SL3 signal pressure
2 and the discharge from the oil passage is switched.

The 3-4 shift valve 4 is constituted by a switching valve having a spool which is spring-loaded via a piston, and is controlled by the signal pressure of the solenoid valve SL2, the oil pressure from the oil passage L1b and the oil pressure from the oil passage L3. , the solenoid valve SL3 signal pressure from the oil passage Ls3 oil passage L transmission and interruption of the 4-5 shift valve 5 via the _S 34, the communication with the shutoff and control pressure P _C to the oil path L1e of the oil passage L1a The supply to the brake B-1 and the discharge from the brake are controlled.

The 4-5 shift valve 5 is constituted by a switching valve having a spool loaded with a spring. The signal pressure from the oil passage L _S 34 and the oil pressure in the oil passage L2 cause the C of the line pressure P _L to be increased.
Control of supply to the -0 exhaust valve 8 and switching of discharge from the valve, control of supply to the brake B-0 via the oil passage L _L1 and switching of discharge from the brake.

[0035] C-0 exhaust valve 8 is configured by a switching valve having a spool 82 and the plunger 81 which is spring-loaded, the oil passage L _S 4 solenoid valve SL4 signal pressure via a solenoid valve via the oil passage Ls32 the hydraulic pressure of SL3 signal pressure and the oil passage L1d, 4-5 supplies to the clutch C-0 and the line pressure P _L via the shift valve 5 via the oil passage L _L 3, for switching to discharge from the clutch.

In the hydraulic control device configured as described above, in the illustrated neutral position, the line pressure P _{L is} supplied via the 4-5 shift valve 5 and the C-0 exhaust valve 8.
Is supplied to the clutch C-0, but the manual valve 1
Since the via circuit is shut off, the hydraulic pressure of the clutch C-1 is drained. Incidentally, the displacement of the position sandwiching the center line of each valve in the figure indicates both limits of the spool displacement,
In particular, for each shift valve, the position and the gear position are made to correspond to each other by dividing the numbers to the left and right.

With the hydraulic control device configured as described above, the electronic control corresponding to the vehicle speed and the engine load (for example, the throttle opening) according to the mechanical position selection of the manual valve 1 will be omitted, although not described in detail. By adjusting the range pressure and turning on and off the solenoid valves SL1 to SL4,
As shown in FIG. 3, the clutches and brakes of the transmission mechanism are controlled, and in connection with a one-way clutch (abbreviated as OWC), each gear position and a solenoid valve SL4 corresponding thereto are set.
(Abbreviated as solenoid No. 4) An engine (abbreviated as E / G) brake operation can be obtained by applying a signal pressure. In particular, in this transmission, even if all of the solenoid valves are turned off due to failure of the electric signal system (including the neutral start switch for position detection and each solenoid valve itself), the position of the manual valve 1 is selected. hand,
1st speed (abbreviated as 1ST) in L range, 3rd speed (abbreviated as 2ND) in 2 range, 4th speed (abbreviated as 4TH) in 3 range, 5th speed (abbreviated as 5TH) in D range Engine braking is guaranteed. The symbol O / D in the figure indicates overdrive, L-UP indicates lockup, and SLU indicates a lockup control valve.

In the engine brake range, particularly in the two ranges, in the transmission circuit shown in FIG.
The two ports 12 to 14 are released, and hydraulic pressure is supplied to three oil passages L1 to L3 connected to them. In the third speed, the signal pressure due to the turning off of the solenoid valve SL1 is applied only to the 2-3 shift valve 3 of each shift valve, and the 2-3 shift valve 3 takes the position in the right half of the figure. Further, the two range pressure from the two range port 14 is applied to the plunger of the engine brake relay valve 7 from the oil passage L3, and the valve 7 is at the right half position in the figure. Further, the C-0 exhaust valve 8 is at a position shown in the left half of FIG. Thus the clutch C-0 4-5 shift valve 5 is supplied to the oil passage L _L 2 and C-0 exhaust oil passage via valve 8 L _L 3 from the line pressure P _L, D range to the clutch C-1 The D range pressure at the port 12 is supplied via the oil passage L1, and the brake B-1
The oil passage L1, the pressure control valve 6, the control pressure P _C via the engine brake relay valve 7,2-3 shift valve 3 and the 3-4 shift valve 4 is supplied. In this case, the power transmission by the clutch C-1 is performed by the reaction force support by the brake B-1 and the direct connection of the subtransmission OD by the engagement of the clutch C-0, and the engine is transmitted despite the release of the one-way clutch F-1. Brake is obtained. Signal pressure of the solenoid valve SL3 is in this state is blocked by the 1-2 shift valve 2, so is not output to the hydraulic L _S 32, never engine brake release by release of the clutch C-0 is made.

Next, in the second speed, each shift valve assumes a position shown in the left half of the figure by a spring load without application of the solenoid valve signal pressure. In this state, the second solenoid valve SL
The signal pressure by 3 off regardless of the gear shift operation is interrupted by 1-2 shift valve 2 directly, control pressure pressure regulated by the pressure control valve 6 P _C, engine brake relay valve is a first switching valve 7, is supplied to the 1-2 shift valve 2 via the 2-3 shift valve 3, but is shut off by this valve, which also does not participate in the speed change operation. Therefore, in this case, the pressure of the oil passage L1 is changed to the 1-2 shift valve 2, the oil passage L1.
c, supplied to the second brake B-3 via the 2-3 shift valve 3 and the oil passage L1d. On the other hand, the D range pressure is directly supplied to the clutch C-1 from the oil passage L1. As a result, as described in the description of the second speed rotation, the second speed is achieved by engagement of the clutch C-1 and the second brake B-3. In this state, unlike the third speed, the oil passage L1d
Is applied to the end of the spool 82 of the C-0 exhaust valve 8, and if the signal pressure output of the solenoid valve SL4 is not performed, the spool 82 is displaced to the right half position in the drawing against the spring load. Line pressure P _L to clutch C-0
Is shut off, the C-0 pressure is discharged, and the engine brake is released. When the signal pressure of the solenoid valve SL4 is output, the spool 82 of the C-0 exhaust valve 8 is turned off.
Is displaced to the left half position in the figure by a spring load, and the clutch C-
The engine brake is enabled by the engagement of 0.

From the state of the second speed, the solenoid valve SL
When the second shift valve 2 is turned off and the 1-2 shift valve 2 is switched to the position shown in FIG. 4, the two-range pressure supply to the second brake B-3 is cut off by the 1-2 shift valve 2. The supply pressure to the brake is drained, and the brake B-
Control pressure P _C whose pressure regulated by the pressure control valve 6 to 4, an engine brake relay valve 7,2
It is supplied via a -3 shift valve 3 and a 1-2 shift valve 2. On the other hand, the solenoid valve SL3 signal pressure generated by turning off the second solenoid valve SL3 is from the oil passage L _S 3 1-2
The oil is supplied to the oil passage L _S32 via the shift valve 2,
Plunger 81 of C-0 exhaust valve 8
The applied results, the spool 82 of the C-0 exhaust valve 8 closes the oil passage L _L 2, and to drain the oil passage L _L 3, the engagement pressure of the clutch C-0 is as shown by a dotted line in FIG. And the engine brake released state is obtained by releasing the clutch C-0. Thus, the first-speed engine brake in the two ranges is released. Note that, in this example, the reason why the signal pressure of the solenoid valve SL3 is supplied to the C-0 exhaust valve 8 via the 1-2 shift valve 2 is that the second solenoid valve SL3 is operated at a speed other than the second speed. Control (in this example, release of clutch C-0 at the fifth speed)
This is for use.

In summary, in the transmission circuit of this example,
At the first speed in the second range, the solenoid valve S switched to the C-0 exhaust valve 8 by the 1-2 shift valve 2 to avoid engine braking by releasing the clutch C-0.
L3 signal pressure is applied. The C-0 exhaust valve 8 using this is a valve incorporated in the transmission circuit in order to avoid engine braking at the time of switching the second speed to the third speed. The signal pressure of the solenoid valve SL3 is also a signal pressure required as the fourth speed-fifth speed switching signal. Therefore, it is not necessary to add a specially new valve to avoid the engine brake.

Next, FIG. 5 shows a second example of an automatic transmission to be controlled by the automatic traveling control device of the present embodiment. In this example, the L range pressure via the manual valve 1 is applied to the spring chamber 80A side of the C-0 exhaust valve 8A constituting the second switching valve, so that the solenoid valve S
Plunger 83 to separate L4 signal pressure and L range pressure
A is added, and the chamber 80'A behind the plunger is connected to the oil passage L4.
It is connected to the. The remaining valve configuration and circuit connection are substantially the same as those in the above-described example, and the corresponding parts are denoted by the same reference numerals and description thereof will be omitted.

Even with such a configuration, the same function as that of the above-described example can be achieved. The advantage of this example is that by supplying the L-range pressure from the oil passage L4 to the C-0 exhaust valve 8A, even when the switching signal pressure from the first solenoid valve SL4 is not output due to the failure of the electric signal system, The line pressure P _L supplied from the oil passage L _L 2 to the C-0 exhaust valve 8A via the 4-5 shift valve 5 is supplied to the clutch C-0 through a path indicated by a circle in the drawing. L
The point is that engine braking can be ensured by holding the first gear by engagement of the clutch C-0 in the range.

The automatic transmission to be controlled by the automatic traveling control device according to the present embodiment has been described above. The transmission to be controlled according to the present invention is not limited to the above automatic transmission.

(2) “Configuration of Automatic Driving Control Device” FIG. 6 shows a configuration of a vehicle drive system including the automatic driving control device of the present embodiment. In the figure, an automatic transmission A having the above configuration is connected to an engine E. The automatic travel control device is an engine control computer (E-ECU)
20, automatic transmission control computer (T-ECU) 22
And a cruise computer (C-ECU) 24. Of these, the E-ECU 20 and the T-ECU 22 also function as control devices for normal traveling.

Various signals such as an engine speed, an intake air amount, an intake air temperature, a throttle opening, a vehicle speed, an engine water temperature, and a signal from a brake switch are input to the E-ECU 20 as control data. I have. EE
The CU 20 determines the engine E based on the input information.
The output of the engine E is adjusted by controlling the throttle opening, ignition timing and fuel injection amount of the engine E. Here, regarding the throttle opening, a control value of the throttle opening is determined based on the input information, and a signal corresponding to the control value is output to drive the throttle actuator 101. Thereby, the electronic throttle 105 provided in the intake pipe 103 of the engine E opens and closes, and the throttle opening becomes a value corresponding to the control value determined by the E-ECU 20.

The T-ECU 22 includes, as control data, throttle opening, vehicle speed, engine water temperature, signals from brake switches, shift positions, signals from pattern select switches, signals from overdrive switches, clutches C0, C0 for detecting the rotation speed of C2
A signal from a sensor, a C2 sensor, an oil temperature of an automatic transmission, a signal from a manual shift switch, and the like are input.
The T-ECU 22 determines the gear position, the ON / OFF of the lock-up clutch, or the pressure adjustment level of the line pressure or the engagement pressure based on the input information and the map stored in advance. An instruction signal is output to a predetermined solenoid valve based on the determination, and further, a failure determination and control based on the failure are performed. Here, as mentioned above,
In the automatic transmission A, the shift and the lock-up clutch and the line pressure or the engagement pressure of a predetermined friction engagement device are controlled by the hydraulic control device A1. The solenoid valve of the hydraulic control device A1 controls the engagement pressure of a lock-up clutch or a predetermined friction engagement device in order to perform a shift, to control an engine braking state, to control a line pressure and an accumulator back pressure. It is provided in order to.

The automatic transmission A is of a forward five-speed and reverse one-speed type as described above. FIG. 7 shows a shift position of the shift lever device connected to the automatic transmission A.
As shown in the figure, a parking (P) range, a reverse (R) range, and a neutral (N) range are set, and D, 3, 2, and L ranges are set as forward ranges. In the D range, it is possible to drive in the fifth speed with the overdrive mode set.

The E-ECU 20 and the T-ECU 22 are connected so as to be able to communicate with each other.
A signal such as the amount of intake air per rotation is transmitted from the U20 to the T-ECU 22.
To the E-ECU 20, a signal equivalent to an instruction signal for each solenoid valve, a signal instructing a gear position, and the like are transmitted. Based on these signals, for example, the E-ECU 20 reduces the output torque by reducing the fuel injection amount, changing the ignition timing, or reducing the opening of the electronic throttle valve 105 at the time of shifting in the automatic transmission A. Lower temporarily.

Next, the C-ECU 24 will be described with reference to FIG. A target vehicle speed Vt and a target inter-vehicle time Tt are input to the C-ECU 24 as input signals from a cruise set switch by a driver's setting operation. The target vehicle speed Vt is a target value of the vehicle speed during the constant speed traveling control. The target inter-vehicle time Tt is a target value (for example, 2 seconds) of the time required for the vehicle to travel the inter-vehicle distance with the target vehicle during the follow-up traveling control (the target inter-vehicle distance target, not the target inter-vehicle time Tt). You may enter the value itself.) Further, a detected value of the vehicle speed (hereinafter, actual vehicle speed Vr) is input to the C-ECU 24 from a vehicle speed sensor 26 attached to the automatic transmission A, and a laser radar 28 provided as an inter-vehicle distance detecting device at the front of the vehicle. A detection value of the following distance from the target vehicle (hereinafter, the actual following distance Dr) is input. In addition, a signal from a brake switch, a signal from a steering sensor, and the like are input to the C-ECU 24.

The transmitting / receiving section 28a of the laser radar 28 is provided at the front of the vehicle as shown in FIG. The laser beam is transmitted and received by the transmission / reception 28a. That is, the laser beam transmitted from the transmitting / receiving unit 28a of the own vehicle X is reflected by the preceding vehicle Y and received by the transmitting / receiving unit 28a. The laser radar 28 obtains an inter-vehicle distance based on a time difference between light emission and light reception.

The C-ECU 24 determines the necessity of acceleration / deceleration based on the various input information described above, and outputs a control signal corresponding to the determination to the E-ECU 20 and the T-ECU 22. Then, the engine E and the automatic transmission A are controlled according to the control signal. As a result, the vehicle speed increases and decreases to achieve the target vehicle speed Vt and the target inter-vehicle time Tt.

Further, the C-ECU 24 appropriately displays necessary information on the indicator 30 provided in the vehicle cabin. This display includes, for example, a display indicating that automatic driving control is being performed, and a display indicating automatic driving stop, which is a feature of the present invention described later.

(3) “Automatic Traveling Control” As an outline of the automatic traveling control by the above-described control device, when the laser radar 28 does not detect a vehicle traveling ahead within a predetermined distance, constant traveling control is performed. here,
Based on the difference between the target vehicle speed Vt and the actual vehicle speed Vr, control is performed to accelerate the vehicle when the actual vehicle speed Vr decreases.
When r increases, control for deceleration is performed. In this way, steady traveling at the target vehicle speed Vt is performed.

When the preceding vehicle is detected within a predetermined distance by the laser radar 28, the following traveling control is performed with the preceding vehicle as a target vehicle. Here, control is performed to obtain a required inter-vehicle distance (hereinafter referred to as a required inter-vehicle distance Dx) from a product of the target inter-vehicle time Tt and the actual inter-vehicle speed Vr, and adjust the vehicle speed so that the required inter-vehicle distance Dx and the actual inter-vehicle distance Dr become equal. Done. As a result, the vehicle follows the target vehicle after the target inter-vehicle time Tt.

When the vehicle speed of the target vehicle (which can be calculated from the actual inter-vehicle distance Dr and the actual vehicle speed Vr of the own vehicle) is higher than the target vehicle speed Vt for the constant speed traveling control, the follow-up traveling control is not performed. In such a situation, the inter-vehicle distance with the target vehicle is increased by performing the constant speed traveling control, and the target vehicle is lost later.

Next, referring to the flowchart of FIG.
A description will be given of processing for changing the settings of the engine brake operation mode, the shift pattern, the lockup control, and the throttle opening characteristic, which are performed by the automatic traveling control device. This setting change includes the target vehicle speed Vt and the target inter-vehicle time T
t, the actual vehicle speed Vr, and the actual inter-vehicle distance Dr. Then, the engine E and the automatic transmission A are controlled with the changed settings. FIG. 11 shows a reference setting before the above setting change. Hereinafter, the setting change processing will be described with reference to this reference setting as appropriate.

In FIG. 10, when starting (S1)
0), a signal input process is performed (S20), and it is determined from the ON / OFF of the automatic travel control set switch whether or not the automatic travel control setting is instructed (S30). Here, in the case of NO, the process returns (S130), and in the case of YES, the process proceeds to step S35. In step S35,
It is determined whether the solenoids SL1 to SL4 and the linear solenoids SLU and SLN of the automatic transmission A have failed. When each solenoid has not failed, the process proceeds to step S40, and it is determined whether or not the target vehicle is approaching from the front and decelerating based on the actual inter-vehicle distance Dr detected by the laser radar 28. Step S40 becomes YES, for example, at the time of deceleration of the target vehicle or at the time of another vehicle interrupting the preceding vehicle. If YES in step S40, step S50
In step S60, the setting of the control of the engine E and the automatic transmission A is changed, and the process returns (S13).
0).

[Step S50] Setting Change by Engine Brake Operation Mode Switching Means FIG. 11D shows the engine brake operation mode of the reference setting. This is an engine brake operation mode set in the T-ECU 22 for constant speed traveling control, and indicates whether or not to apply the engine brake in each gear. As shown in the figure, the setting is such that the engine brake is effective in the fourth and fifth speeds, and is not effective in the first to third speeds. The T-ECU 22 controls the automatic transmission A according to this setting. The reference setting shown is the same as the D range when the automatic cruise control is not set.

FIG. 12 shows the setting change in step S50. Here, the setting of the T-ECU 22 is changed so that the engine brake is effective in the second to fifth gears. The T-ECU 22 operates according to this setting, and for example, when downshifting from the fourth speed to the third speed, the automatic transmission A is operated so that the engine brake is effective at the third speed.
Control.

In this embodiment, since the first speed is not used during the automatic traveling control, the setting switching for operating the engine brake is not performed for the first speed.
Also, before setting the automatic cruise control, a sports mode (a mode in which a driver manually selects a gear position, in which an engine brake is operated at each gear position: for example,
43) is set in advance to the mode for operating the engine brake.

[Step S55] Changing the setting of the downshift vehicle speed by the shift pattern adjusting means FIG. 11B shows the reference setting of the shift pattern in the T-ECU 22. The horizontal axis indicates the vehicle speed, and the vertical axis indicates the throttle opening. Thus, the vehicle speed at which the shift is performed is defined for each gear. When the actual vehicle speed reaches the set vehicle speed on the shift pattern, the T-ECU 22 controls the automatic transmission A to perform a corresponding shift. Although FIG. 2B shows only the shift pattern at the time of the downshift, the same shift pattern is set for the upshift.

FIG. 13 shows the setting change in step S55. Here, the required inter-vehicle distance Dx is obtained from the target inter-vehicle time Tt and the actual vehicle speed Vr, and the required inter-vehicle distance Dx
And the target deceleration Gt is determined based on the actual vehicle distance Dr.
The target deceleration Gt is previously determined on a map, and the required inter-vehicle distance Dx and the actual inter-vehicle distance D are considered in consideration of the degree of deceleration.
The larger the difference in r, the larger the target deceleration Gt is set. On the other hand, an actual deceleration (actual deceleration) G is calculated based on the actual vehicle speed Vr. Then, as shown in FIG.
The shift pattern is adjusted so that the downshift vehicle speed increases as the difference between the target deceleration Gt and the actual deceleration G increases. This adjustment is optimized for each gear. With such an adjustment, when the degree of request for deceleration is high, the engine brake in the low gear is used earlier, so that the deceleration time until the target inter-vehicle time Tt is achieved is shortened.

[Modification 1 of Step S55] An inter-vehicle distance reduction amount per unit time (hereinafter referred to as an inter-vehicle distance reduction rate) is calculated from a temporal change of the actual inter-vehicle distance Dr. And
As shown in FIG. 14, the shift pattern is adjusted so that the downshift vehicle speed increases as the inter-vehicle distance reduction rate increases. This adjustment is also optimized for each gear. Here, when the target vehicle is approaching rapidly, it is determined that the degree of request for deceleration is high.

[Modification 2 of Step S55] Actual vehicle speed Vr
And the target value G 'of the rate of change in deceleration per unit time is determined based on the detected value of the actual vehicle distance Dr. The target value G 'of the deceleration change rate is predetermined on a map, and considering the degree of deceleration, the higher the actual vehicle speed Vr and the greater the actual inter-vehicle distance Dr, the greater the deceleration change rate. The target value G 'is set so as to increase. Then, as shown in FIG. 15, the shift pattern is adjusted such that the larger the target value G 'of the deceleration change rate is, the higher the downshift vehicle speed is. This adjustment is also optimized for each gear. Here, when the target value G 'of the deceleration change rate is large, it is determined that the degree of request for deceleration is high.

[Step S60] Change in setting of lock-up slip ratio by lock-up adjusting means In FIG. 11 (b), the reference setting of the lock-up control area is indicated by oblique lines together with the above-mentioned shift pattern. The lock-up control is performed as shown in FIG.
This is control for engaging a lock-up clutch provided in parallel with the torque converter. By this control, the transmission rate of the output torque from the engine to the automatic transmission becomes higher than that through the torque converter, so that the fuel efficiency is improved.

In the lock-up control, the slip rate of the lock-up clutch (hereinafter, simply referred to as the slip rate) is 0 to 0.
The operation is performed in a range of 100%, and a lock-up state occurs at a slip rate of 0%, a non-lock-up state (no lock-up control is performed) at a slip rate of 100%, and a lock-up slip state occurs between both. As shown by hatching in FIG. 11B, in the reference setting, a lock-up control area is set in a part of the fifth speed, which is the highest gear, and the area LU51 in the figure has a slip ratio of 0%, Low-speed side area LU52
Is a region where the slip ratio is 0 to 100%. Also, the first
In the first to fourth speeds, lock-up control is not performed, and the lock-up slip ratio is always 100%. Accordingly, during the fifth speed traveling, the transmission rate of the output torque is increased by the lock-up control, and the fuel efficiency is improved.

FIG. 16 shows the setting change in step S60. In the reference setting, lock-up control is performed for the purpose of improving fuel efficiency, whereas here, lock-up control is used for the purpose of increasing deceleration due to engine braking. That is, when the engine brake is operated, the engine is reversely driven by the rotational force on the wheel side, and the rotational resistance of the engine is transmitted to the automatic transmission to reduce the speed. Conventionally, the rotational resistance during the operation of the engine brake has been transmitted exclusively through the torque converter T. In the present embodiment, the rotational resistance is transmitted via the lock-up clutch, and the transmission rate of the rotational resistance is improved.
Therefore, the engine braking is more effective and the deceleration is increased.

More specifically, the setting of the lock-up control area is changed as shown by oblique lines on the shift pattern in FIG. In the figure, the setting of the lock-up control for the fifth speed (regions LU51 and LU52) is the same as the reference setting. Further, a new area LU for performing lockup control is added to the entire vehicle speed range of the fourth speed and the partial vehicle speed range of the third speed.
4. LU3 is set. This area LU4, LU3
In, the slip ratio is set to a predetermined value between 0 and 100%, and when the gear position, the vehicle speed and the throttle opening are in this range, control is performed to set the lock-up slip state at the above slip ratio.

In step S60, the lock-up slip ratio is adjusted as shown in FIG. This figure illustrates the fourth speed, in which the difference between the target deceleration Gt and the actual deceleration G is obtained, and the greater the difference, the lower the lockup slip ratio. At the same time, the higher the vehicle speed, the lower the lock-up slip rate. (The vehicle speeds v1 to v3 in FIG. 16 are the vehicle speeds v1 to v3 in FIG.
It corresponds to. Although the fourth speed has been described here, the same applies to other gears. By this adjustment, when the degree of demand for deceleration is high, the engine brake is strongly applied, the deceleration becomes large, and the deceleration time until the target inter-vehicle time Tt is achieved is shortened.

[Modification of Step S60] As shown in FIG. 18, as the inter-vehicle distance reduction rate is larger, the lock-up slip rate is reduced, and adjustment is made in accordance with the vehicle speed in the same manner as in FIG. Adjustment according to the gear speed is performed as shown at 18. Here, it is determined that the more rapidly the target vehicle approaches, the higher the degree of request for deceleration.

The case where step S40 is YES (the target vehicle is approaching and decelerating) has been described above. Next, a case where step S40 is NO will be described. If step S40 is NO, it is determined whether or not the target vehicle has been lost (S70), and if not, the process returns (S130). YE in step S70
S is when the target vehicle accelerates and leaves a predetermined distance or more, or when the lane change is not performed. When the target vehicle is lost, the follow-up cruise control is terminated and switching to the constant speed cruise control is performed. Here, at the end of the follow-up traveling control, the actual vehicle speed V is higher than the target vehicle speed Vt.
r has decreased. Then, according to the decrease in the actual vehicle speed Vr,
Downshifting is performed during follow-up running control in response to a deceleration request, and the vehicle is running at a low gear. In such a situation, along with the loss of the target vehicle, in the flowchart of FIG. 10, in steps S80 to S120, the settings of the control of the engine E and the automatic transmission A described below are changed, and the process returns (S130). ).

If YES in step S70, the vehicle speed difference between the target vehicle speed Vt and the actual vehicle speed Vr is calculated (S80), and the vehicle speed difference is compared with a predetermined value to determine whether large acceleration is required. Is determined (S90). If the vehicle speed difference is larger than the predetermined value, large acceleration is required (YES)
Is determined. Then, in order to smoothly perform the large acceleration in a short time, the setting is changed in the following steps S100 and S110, and the process returns (S130).

[Step S100] Changing the setting of the shift vehicle speed by the shift pattern adjusting means FIG. 19 shows the adjustment content of step S100, and illustrates the shift vehicle speed from the third speed to the fourth speed. In the figure,
The shift pattern of the reference setting is shown by a solid line. On the other hand, in step 100, the speed change vehicle speed is set to the high speed side as indicated by a dotted line or a dashed line. Then, the larger the difference between the target vehicle speed Vt and the actual vehicle speed Vr is, the larger the change width of the transmission vehicle speed is set.

By the above adjustment, a speed change pattern in which the shift is delayed and the vehicle is pulled up to a high vehicle speed is performed so as to be easily accelerated. As a result, the acceleration performance is improved and the time required to reach the target vehicle speed Vt is shortened. The adjustment range of the transmission vehicle speed is set in consideration of the fact that the greater the difference between the target vehicle speed Vt and the actual vehicle speed Vr, the higher the demand for acceleration.

It is needless to say that in step S100, the shift pattern for the shift of another gear not shown in FIG. 19 is similarly adjusted. Then, the shift pattern for the downshift is also changed to the high vehicle speed side. Therefore, for example, when the vehicle is traveling at the fifth speed and the downshift vehicle speed is changed to the high vehicle speed side at the time of switching to the constant speed traveling control, the downshift may be performed together with this switching.

In the above description, the case where the setting of the transmission vehicle speed is changed has been described. However, as a modified example of this configuration, the gear position may be set to be held during acceleration.

[Step S110] Setting Change by Throttle Opening Characteristic Adjusting Means FIG. 11A shows the reference setting of the throttle opening characteristic in the E-ECU 20, in which the horizontal axis represents time and the vertical axis represents the throttle opening. This shows the opening speed and size of the throttle. The figure actually shows the change in the throttle opening for several seconds. The E-ECU 20 controls an actuator for opening and closing the throttle so that the throttle opens according to the throttle opening characteristic. Then, the engine output increases according to the opening operation of the throttle.

FIG. 20 shows the setting change of the throttle opening characteristic according to the operating gear in step S110. The operating gear here is specified in step S100. Then, the throttle is adjusted so that the higher the gear, the faster the throttle opens. In accordance with this adjustment, the rise of the output torque after the start of acceleration is also faster for a higher gear. On the other hand, the gear ratio of the automatic transmission A decreases as the gear speed increases. Therefore, by changing the setting in this step, the driving torque of the wheels can be made uniform regardless of the operating gear speed, and even if acceleration is performed at a high gear speed, the feeling of backlash during acceleration is eliminated. As described above, in FIG. 20, the throttle opening characteristics are adjusted so as to obtain the optimum acceleration feeling in each gear.

Further, in step S110, as shown in FIG. 20, even if the gear is the same, the target vehicle speed V
The throttle opening characteristic is adjusted so that the greater the difference between the vehicle speed t and the actual vehicle speed Vr, the faster the throttle opens. Here, it is determined that the greater the vehicle speed difference is, the higher the demand for acceleration is, and the acceleration performance is improved.

The above is the control in the case where step S90 is YES (a large acceleration is required). On the other hand, if NO (no large acceleration is required) in step S90, the throttle opening characteristics are adjusted according to the current gear position in the same manner as in step S110 (S120), and the process returns (S13).
0). Here, since the large acceleration is unnecessary, the shift pattern is not adjusted, but the acceleration feeling is improved by adjusting the throttle opening characteristics.

As described above, when the target vehicle is approaching and decelerating, the settings as described in steps S50 to S60 are performed for the settings of the engine brake operation mode, the shift pattern, and the lock-up slip ratio, thereby making it possible to change the settings. By increasing the deceleration, the deceleration time until the required vehicle speed is reached can be shortened. In particular, in consideration of the degree of deceleration demand, the higher the degree of demand, the greater the range of change of each setting described above, so that the deceleration can be optimized.

When the target vehicle is lost and switched from follow-up cruise control to constant-speed cruise control, as described in steps S100 to S120, the setting of the shift pattern is adjusted so as to facilitate acceleration, and the throttle opening characteristic is adjusted. Adjust the settings of. As a result, the acceleration time required to reach the target vehicle speed can be shortened, and the acceleration feeling can be improved. In particular, in consideration of the degree of demand for acceleration, the higher the degree of demand, the greater the change width of each of the above settings, so that acceleration time and acceleration feeling can be optimized.

(4) “Control Characteristic of the Present Invention ” The control here is performed in steps S 35 and S 140 in FIG.
This is shown in S150. As described above, step S3
At 5, it is determined whether the solenoids SL1 to SL4 of the automatic transmission A and the linear solenoids SLU and SLN have failed based on signals from the respective solenoids.
If each solenoid has not failed, step S4
Go to 0.

On the other hand, when any of the solenoids has failed, the process proceeds to step S140, and the reception of the automatic traveling control itself is stopped. That is, even if the cruise set switch is pressed, the automatic traveling control system is not operated. Therefore, the automatic cruise control is not executed as described above, and the C-ECU 24 switches to the E-ECU 20 and the T-ECU 2
No instructions are given to 2.

If the automatic cruise control is already being performed, the control is released. In a situation where a large deceleration is not required, there is no practical problem even if the automatic cruise control is continued as it is. However, even in this situation, the automatic traveling control is canceled to simplify the control as described later.

Next, in step S150, the reception stop (or release) of the automatic traveling control is indicated. Here, the C-ECU 24 blinks the lamp of the indicator 30 to indicate the reception stop. In addition,
The indicator 30 may be a buzzer that emits a notification sound or a device that transmits a notification by voice. After step S150,
The process returns (S130).

The above is the control characteristic of the present invention. When the solenoid fails in the automatic transmission A, the automatic transmission A automatically moves up to the upshift side. That is, the hydraulic control device A1 operates so as to upshift the automatic transmission A when the solenoid fails. If the linear solenoid SLU fails, the lock-up control is not performed as set, and the linear solenoid SL
If N fails, shift timing control may not be performed as set. As described above, if the solenoid fails, it may not be possible to increase the deceleration by downshifting, engine braking, and lockup control, and the shift shock during automatic shift control during automatic driving control may increase. There is.

In order to cope with this situation and achieve traveling at a desired vehicle speed, it is necessary to change the control on the engine side. For example, at the time of deceleration control, the opening degree of the electronic throttle is reduced more than usual, and the fuel cut region is reconsidered to a low rotation side. However, such control is complicated.

In the present embodiment, when the failure of the solenoid is detected, the acceptance of the automatic traveling control is stopped.
Alternatively, the automatic traveling control is released. Therefore, control for dealing with a failure is simplified.

In this embodiment, the acceptance and cancellation of the automatic cruise control are canceled (the automatic cruise control cannot be executed).
Is indicated, so the driver takes appropriate action. The driver causes the vehicle to travel without using the automatic travel control. The processing here is also very simple, such as blinking of a lamp. That is, according to the present embodiment, it is possible to deal with the abnormality of the transmission by a simple process of notifying the driver without performing complicated control.

The present invention not only controls the cruise control, but also automatically generates a braking action (such as an engine brake or a foot brake by downshifting) in order to maintain the distance when the inter-vehicle distance becomes short. The present invention is also applicable to a control device and a control device that automatically performs a braking action when there is an obstacle ahead. For example, JP-A-5-106499 and JP-A-7-69201
The present invention can be applied to the control device described in Japanese Patent Application Laid-Open Publication No. H10-26095.

[0093]

According to the present invention, when an abnormality occurs in the transmission, the traveling control for adjusting the vehicle speed according to the following distance is prohibited. Further, when an abnormality occurs in the transmission, it is notified that the traveling control cannot be executed. As described above, according to the present invention, it is possible to deal with the abnormality of the transmission which is the control target of the traveling control by simple control without complicating the control.

[Brief description of the drawings]

FIG. 1 is a circuit diagram illustrating a main configuration of a transmission circuit unit of a hydraulic control device provided in an automatic transmission that is an object to be controlled by an automatic traveling control device according to an embodiment of the present invention.

FIG. 2 is a skeleton diagram of a transmission mechanism of an automatic transmission that is controlled by the automatic traveling control device according to the embodiment of the present invention.

FIG. 3 is an explanatory diagram showing an operation of an automatic transmission which is a control target of the automatic traveling control device according to the embodiment of the present invention.

FIG. 4 is a circuit diagram showing a first speed state in two ranges of the transmission circuit unit of FIG. 1;

FIG. 5 is a circuit diagram of a transmission circuit unit of a hydraulic control device in a second example of the automatic transmission that is controlled by the automatic traveling control device according to the embodiment of the present invention.

FIG. 6 is a block diagram illustrating a configuration of a vehicle drive system control device including the automatic travel control device according to the embodiment of the present invention.

FIG. 7 is an explanatory diagram showing a shift position of a shift lever device connected to the automatic transmission of FIG. 1;

FIG. 8 is a block diagram showing a configuration related to a cruise computer in the automatic traveling control device according to the embodiment of the present invention.

FIG. 9 is an explanatory diagram showing an attachment position of a transmission / reception unit of the laser radar.

FIG. 10 is a flowchart showing control contents of the automatic traveling control device of FIG. 8;

FIG. 11 is an explanatory diagram showing a reference setting for control in the automatic travel control device.

FIG. 12 is an explanatory diagram showing adjustment contents of an engine brake operation mode at the time of deceleration in the automatic traveling control device of FIG. 8;

FIG. 13 is an explanatory diagram showing adjustment contents of a downshift vehicle speed during deceleration in the automatic traveling control device of FIG. 8;

FIG. 14 is an explanatory diagram showing details of adjustment of a downshift vehicle speed during deceleration in the automatic traveling control device of FIG. 8;

FIG. 15 is an explanatory diagram showing adjustment contents of a downshift vehicle speed during deceleration in the automatic traveling control device of FIG. 8;

FIG. 16 is an explanatory diagram showing a setting change content of lockup control at the time of deceleration in the automatic traveling control device of FIG. 8;

17 is an explanatory diagram showing the details of adjustment of a lockup slip ratio during deceleration in the automatic traveling control device of FIG. 8;

FIG. 18 is an explanatory diagram showing adjustment contents of a lockup slip ratio at the time of deceleration in the automatic traveling control device of FIG. 8;

FIG. 19 is an explanatory diagram showing a setting change content of a shift pattern at the time of acceleration in the automatic traveling control device of FIG. 8;

FIG. 20 is an explanatory diagram showing a setting change content of a throttle opening characteristic during acceleration in the automatic traveling control device of FIG. 8;

[Explanation of symbols]

20 E-ECU, 22 T-ECU, 24 C-EC
U, 26 Vehicle speed sensor, 28 Laser radar.

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁶ Identification code FI // F16H 59:68

Claims (2)

[Claims] An automatic cruise control device that performs a cruise control that adjusts a vehicle speed in accordance with a distance to an object in front of a vehicle, and that controls an automatic cruise control device that includes a transmission. An automatic cruise control device comprising means for inhibiting the cruise control. 2. An automatic travel control device that performs a travel control such that a vehicle speed is adjusted in accordance with a distance to an object in front of the vehicle and includes a transmission as a control target, and detects an abnormality of the transmission. An automatic cruise control device comprising means for notifying that the cruise control cannot be executed.