JP5974916B2 - Vehicle speed control device - Google Patents

Description

  The present invention relates to a vehicle speed control device that travels at a constant speed at a set vehicle speed or travels following a preceding vehicle ahead of the host vehicle.

  A vehicle speed control device that travels at a set constant vehicle speed, or an inter-vehicle distance control device that automatically controls the inter-vehicle distance and speed with the preceding vehicle in accordance with the vehicle speed of the host vehicle (hereinafter referred to as a vehicle speed control device without distinguishing between the two) )It has been known.

  The vehicle speed control device determines a target acceleration or deceleration according to the difference between the set vehicle speed that has been set and the vehicle speed of the host vehicle (this control state is referred to as a constant speed travel mode). When the preceding vehicle is captured, the vehicle speed control device determines the target inter-vehicle distance from the preceding vehicle according to the vehicle speed of the host vehicle, and determines the target acceleration and deceleration that become the target inter-vehicle distance (this control). The state is called the inter-vehicle distance control mode). In any mode, the throttle opening is determined according to the difference between the target acceleration / deceleration and the current acceleration of the vehicle (hereinafter referred to as vehicle acceleration). How much the difference between the target acceleration / deceleration and the vehicle acceleration is reflected in the throttle opening is determined by the control gain.

  In the constant speed travel mode, the vehicle travels at a constant speed. Even in the inter-vehicle distance control mode, when the preceding vehicle travels at a substantially constant speed, the host vehicle travels at a substantially constant speed. Therefore, when the driver suddenly increases the set vehicle speed, the preceding vehicle captured in the inter-vehicle distance control mode accelerates, or the preceding vehicle leaves, the target acceleration and the vehicle acceleration Since the difference becomes large, a situation arises in which the throttle opening requirement value also becomes large.

  However, since the control gain is designed to maintain a constant acceleration, the difference between the target acceleration and the vehicle acceleration is large, so that the response for acceleration may be reduced in a situation where the target acceleration increases.

  FIG. 1 is an example of a diagram schematically showing the relationship between target acceleration and vehicle acceleration. Regardless of the constant speed traveling mode or the inter-vehicle distance control mode, the target acceleration and the vehicle acceleration are substantially constant (zero) during constant speed traveling. On the other hand, when the target acceleration increases at time t, the vehicle acceleration increases. However, since the control gain is for maintaining a constant acceleration, a slight delay occurs with respect to the change in the target acceleration. Such a decrease in responsiveness is a factor that decreases the merchantability.

  In order to improve the responsiveness, the control gain may be increased, and a technique for increasing the control gain has been devised (see, for example, Patent Document 1). Patent Document 1 discloses a vehicle speed control device that increases the control gain in the early stage of acceleration. Since the throttle opening can be made larger than the throttle opening corresponding to the target acceleration, the vehicle acceleration, and the deviation in the early stage of acceleration, the responsiveness can be improved.

JP 2008-012967 A

  However, as described in Patent Document 1, there is a problem in that if the throttle opening is changed to a larger opening than the throttle opening corresponding to the deviation in the early stage of acceleration, there is a risk that the acceleration will be excessive. That is, the control gain for maintaining a constant acceleration may be a very small value. If the control gain is increased by focusing only on the responsiveness, there arises another disadvantage that problems such as acceleration hunting are likely to occur.

  Further, as described above, it is preferable that the control gain is designed to maintain a constant acceleration, and it is originally not preferable to greatly change the control gain.

  In view of the above problems, an object of the present invention is to provide a vehicle speed control device capable of improving the response of a vehicle acceleration to a target acceleration without increasing the control gain.

The present invention is a vehicle speed control device that travels at a constant speed at a set vehicle speed or travels following a preceding vehicle ahead of the host vehicle, wherein the current vehicle speed of the host vehicle and the set vehicle speed are set for each control cycle. Target acceleration is determined based on a vehicle speed difference, or target acceleration determining means for determining a target acceleration based on a relative speed and an inter-vehicle distance from the preceding vehicle for each control cycle; An underacceleration deviation calculating means for calculating an underacceleration deviation from a difference from the actual acceleration of the vehicle , and the underacceleration deviation is added to a difference between the target acceleration of the current control cycle and the actual acceleration of the host vehicle. And throttle opening control means for calculating a change amount of the throttle opening by multiplying the value by the control gain.

  It is possible to provide a vehicle speed control device that can improve the response of the vehicle acceleration to the target acceleration without increasing the control gain.

It is an example of the figure which shows typically the relationship between the difference of target acceleration and request | requirement acceleration, and an actual acceleration (conventional figure). It is an example of the figure explaining the schematic characteristic of the vehicle speed control apparatus of this embodiment. It is an example of the schematic block diagram of a vehicle speed control apparatus. It is an example of a functional block diagram of an inter-vehicle control ECU and an engine ECU. It is an example of the flowchart figure which shows the schematic procedure for determining a target acceleration. It is an example of the figure which shows vehicle acceleration and throttle opening compared with the past. It is an example of the figure which illustrates hunting of vehicle acceleration typically. It is an example of the flowchart figure which shows the procedure in which engine ECU14 calculates throttle opening. It is an example of the figure which shows vehicle acceleration and throttle opening compared with the past and Example 1. FIG.

  Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings. However, the technical scope of the present invention is not limited to this embodiment.

A schematic feature of the vehicle speed control device 100 of the present embodiment will be described with reference to FIG.
In FIG. 2A, the host vehicle A is following the preceding vehicle B at the vehicle speed Va, but the preceding vehicle B is rapidly accelerating. In this case, if the set vehicle speed V ₀ is greater than Va, the vehicle A follows the preceding vehicle B, and therefore the host vehicle A accelerates with a relatively large acceleration.

In FIG. 2B, the host vehicle A is following the preceding vehicle B at the vehicle speed Va, but the preceding vehicle B has left. In this case, since it is in the constant speed running mode, if the set vehicle speed V ₀ is greater than Va, the host vehicle A accelerates with a relatively large acceleration.

In FIG. 2C, the host vehicle A is traveling at a constant speed in the constant speed traveling mode. In this state, when the driver sets a set V ₀ larger than Va, the host vehicle A accelerates with a relatively large acceleration.

Conventionally, in such a situation where a relatively large acceleration is required, the host vehicle A obtains the throttle opening from the following equation, as in the situation where a very large acceleration is not required.
_{MA n = MA n-1 +} G × D dn × T sk ... (1)
D _dn = (At _n −ΔV _n ) ... conventional MA _n : current throttle opening MA _n-1 : previous throttle opening G: control gain T _sk : skip time At _n : target acceleration ΔV _n : vehicle acceleration (actual acceleration)
D _dn : Current acceleration deviation In Expression (1), the current acceleration deviation is reflected in the throttle opening by the control gain. However, in the conventional method for obtaining the current acceleration deviation, only the target acceleration at the time of control and the vehicle acceleration are considered, and feedback with respect to the actual acceleration change cannot be performed. As a result, when the change in the target acceleration is large, the compensation is delayed.

In this embodiment, one of the features is that the current throttle deviation is calculated by taking into account the shortage of past vehicle acceleration to the current acceleration deviation _Ddn .
D _dn = (At _n −ΔV _n ) + D _dnp (2)
However, D _dnp = At _n-1 -ΔV _n
In the vehicle speed control, the target acceleration and the throttle opening are determined every control cycle (for example, 1 to several tens of milliseconds). In formula (2), D _dnp , which is a correction term for the conventional formula “D _dn = (At _n −ΔV _n )”, is the difference between the target acceleration Atn−1 of the previous control cycle and the current vehicle acceleration ΔV _n. It represents the shortage of vehicle acceleration that should have been achieved in the previous control cycle. Hereinafter, D _dnp is referred to as “insufficient acceleration deviation”.

By reflecting the deficiency of the vehicle acceleration with respect to the past target acceleration in D _dn (current acceleration deviation) as shown in Expression (2), large feedback can be applied when the change in the target acceleration is large. Further, when the change in the target acceleration is small, the insufficient acceleration deviation is close to zero, so that stable acceleration control can be performed when the difference between the target acceleration and the vehicle acceleration disappears. Therefore, the response of the vehicle acceleration to the target acceleration can be improved without increasing the control gain.

[Configuration example]
FIG. 3 is an example of a schematic configuration diagram of the vehicle speed control device. In the constant speed travel mode, the vehicle speed control device 100 travels at the set vehicle speed that has been set. In the inter-vehicle distance control mode, the general inter-vehicle distance control of the vehicle speed control device 100 is as follows. The vehicle speed control device 100 may be called ACC (Adaptive Cruise Control). Further, in the present embodiment, the term “inter-vehicle distance control” and the term “following traveling” are used without any particular distinction.
I. A leading vehicle is detected by a radar or the like. When the preceding vehicle is detected, the vehicle travels so that the distance from the preceding vehicle detected by the radar becomes the target inter-vehicle distance corresponding to the vehicle speed.
II. When the preceding vehicle is no longer detected, the vehicle travels at a constant speed at the set vehicle speed set by the driver.

  Further, the vehicle speed control device 100 that enables the control of I and II from the low speed range to the stop time may be referred to as “all vehicle speed range constant speed travel / inter-vehicle distance control device (or all vehicle speed ACC)”.

The all-vehicle speed range constant speed / inter-vehicle distance control device further includes the following functions.
III. When the preceding vehicle stops, the vehicle is stopped while maintaining an appropriate inter-vehicle distance.
IV. When the preceding vehicle resumes traveling, the following traveling is started while maintaining the inter-vehicle distance corresponding to the vehicle speed.

  The vehicle speed control device 100 of the present embodiment can perform the above control even in a low speed range. Therefore, responsiveness can be improved when the target acceleration increases, which will be described below, without distinguishing between ACC and full vehicle speed ACC.

  The inter-vehicle distance control is performed by the inter-vehicle control ECU (Electronic Control Unit) 13 cooperating with the sensor unit 12, the engine ECU 14, the skid control ECU 15, and the like. In the constant speed running mode, the inter-vehicle control ECU 13 may not be provided. The sensor unit 12, the inter-vehicle control ECU 13, the engine ECU 14, and the skid control ECU 15 are communicably connected via an in-vehicle network such as a CAN (Controller Area Network) or a dedicated line. The engine ECU 14 includes a cruise control switch 11, a transmission 16, a throttle motor 17, and a throttle position sensor 18. The skid control ECU 15 includes a wheel speed sensor 19 and a brake ACT (actuator) 20 respectively on dedicated lines such as serial communication. It is connected.

  Each ECU is an information processing device equipped with a microcomputer, a power source, a wire harness interface, and the like. The microcomputer has a known configuration including a CPU, a ROM, a RAM, a nonvolatile memory, an I / O, a CAN communication device, and the like. The correspondence between the ECUs and the functions of the ECUs is not fixed. For example, the engine ECU 14 can have the functions of the inter-vehicle control ECU 13, and the illustrated configuration is merely an example.

  The sensor unit 12 includes a radar sensor 21 and a camera sensor 22. In any case, it is possible to detect at least the distance from the preceding vehicle, and it is sufficient to have at least one of them. The radar sensor 21 is disposed at the center of the front of the vehicle such as the front grille of the vehicle, and emits millimeter waves at a predetermined angle (for example, 10 degrees left and right with the front as the center). Receives millimeter waves reflected by an existing object. The radar sensor 21 is, for example, an FMCW (Frequency Modulated Continuous Wave) radar or a pulse radar. The radar sensor 21 generates a beat signal for each reception antenna by mixing the transmission signal and the reception signal with a mixer. The time from when the transmission signal is transmitted until the reception signal is received is proportional to the distance to the object, and the frequency of the beat signal is shifted by the relative speed. Therefore, the distance and relative speed (= Vb−Va. The relative speed at which the distance becomes longer is positive and the relative speed at which the distance approaches is negative) can be obtained by, for example, FFT analysis of the beat signal. The radar sensor 21 can also detect the lateral position x (azimuth θ) of the obstacle by MUSIC (Multiple Signal Classification) analysis, DBF (Digital Beam Forming) processing, or the like.

  The camera sensor 22 may be a monocular camera or a stereo camera, but is preferably a stereo camera. For example, the camera sensor 22 is arranged on the rearview mirror with the optical axis facing the front of the vehicle. In the case of a stereo camera, pre-processing is performed to remove lens distortion, optical axis deviation, focal length deviation, imaging element distortion, and the like on frames (image data) captured by each camera using calibration data prepared in advance. As a result, the frames of the two cameras have only a difference corresponding to parallax. The stereo camera evaluates the correlation between the left and right image data by a method such as block matching, and uses the parallax generated in the pixel where the same object is photographed, the focal length f of the lens, and the like for each pixel. Calculate information.

  In the case of a monocular camera, optical flow processing is performed on a plurality of periodically captured image data, the amount of movement of the same object is monitored, and distance information is estimated.

  In addition, after obtaining the distance information or before obtaining the distance information, the camera sensor 22 is provided with HOG ((Histograms of Oriented Gradients), Joint HOG, CPF (Co-occurrence Probability Features), CoHOG (Co-occurrence Histograms of Oriented Gradients). ), Etc. The distance to the preceding vehicle can be specified by the distance information of the pixels recognized as the preceding vehicle, and the camera sensor 22 has a predetermined number (30 to 60) per second. Since the image capturing is repeated, the distance of the preceding vehicle can be obtained for each frame, and therefore, the relative speed can be obtained by monitoring the change in the distance from the preceding vehicle between the frames. (Center in the vehicle width direction) is clear from the recognition results.

  Thus, the radar sensor 21 and the camera sensor 22 can obtain equivalent information. The sensor unit 12 periodically transmits the distance to the preceding vehicle, the relative speed, and the lateral position (hereinafter referred to as target information) to the inter-vehicle control ECU 13.

  The inter-vehicle control ECU 13 transmits the target acceleration (signal) to the engine ECU 14 and the skid control ECU 15 based on the target information transmitted from the sensor unit 12, the current vehicle speed, acceleration, and the like. The target acceleration is a positive value or a negative value. If the target acceleration is a positive value, the engine ECU 14 performs acceleration control. If the target acceleration is a negative value and requires braking, the skid control ECU 15 controls the brake ACT 20 to decelerate.

The cruise control switch 11 accepts the driver's operation for the vehicle speed control device 100 and notifies the inter-vehicle control ECU 13. For example, the following operations are possible.
(i) ON / OFF of constant speed traveling control function or inter-vehicle distance control function
(ii) Switching between inter-vehicle distance control mode and constant speed running mode
(iii) Set the vehicle speed for deceleration, acceleration and constant speed driving
(iv) Setting the inter-vehicle distance (For example, you can select from three types: long, medium, and short, and the inter-vehicle distance is determined according to the vehicle speed for each of long, medium, and short)
The engine ECU 14 performs general engine control and controls the throttle opening and the like. Further, the engine ECU 14 determines the necessity of changing the gear position based on the upshift line and the downshift line determined for the vehicle speed and the throttle opening, and instructs the transmission 16 for the gear position if necessary. The transmission 16 may be any mechanism such as AT (automatic transmission) or CVT (Continuously Variable Transmission).

  The skid control ECU 15 brakes the vehicle by controlling the opening / closing and opening of the valve of the brake ACT20. The brake ACT 20 controls the acceleration (deceleration) of the vehicle by increasing, maintaining and reducing the wheel cylinder pressure of each wheel by the hydraulic pressure generated by the pump in the working fluid.

  FIG. 4 shows an example of a functional block diagram of the inter-vehicle control ECU and the engine ECU. The inter-vehicle control ECU 13 includes an ACC control unit 34, and the engine ECU 14 includes a cruise control unit 32, an engine control unit 31, and a throttle control unit 33. These control units are realized by the CPU executing a program stored in the ROM and cooperating with various hardware.

The ACC control unit 34 calculates the target acceleration in the inter-vehicle distance control mode and outputs it to the engine ECU 14 and the like. The cruise control unit 32 calculates the target acceleration in the constant speed running mode. The engine control unit 31 performs control of the fuel injection amount according to the state of the engine, ignition timing control, adjustment of intake valve timing and exhaust valve timing, and the like. The throttle control unit 33 controls the throttle motor 17 to an optimum throttle opening according to the accelerator opening and the vehicle speed during normal driving in which the driver adjusts the vehicle speed, and the target acceleration in the constant speed driving mode or the inter-vehicle distance control mode. The throttle opening is determined according to the difference between the vehicle acceleration and the vehicle acceleration, and the throttle motor 17 is controlled. The insufficient acceleration calculation unit 331 calculates a difference D _dnp between the target acceleration At _n −1 of the previous control cycle and the current vehicle acceleration ΔV _n .

[Determination of target acceleration]
・ Driving at the set vehicle speed (if driving in constant speed mode, the inter-vehicle distance control mode, but the preceding vehicle is not captured)
FIG. 5A is an example of a flowchart showing a schematic procedure for determining the target acceleration. The inter-vehicle control ECU 13 repeats the process of FIG. 5A every control cycle while the cruise control switch 11 is ON.
S10: The cruise control unit 32 acquires the vehicle speed detected by the wheel speed sensor 19.
S20: Next, the set vehicle speed set by the cruise control switch 11 is acquired.
S30: The cruise control unit 32 calculates a vehicle speed deviation that is the difference between the current vehicle speed and the set vehicle speed.
Vehicle speed deviation = set vehicle speed−current vehicle speed When the vehicle speed deviation is a positive value, the host vehicle should be accelerated, and when the vehicle speed deviation is a negative value, the host vehicle should be decelerated.
S40: The cruise control unit 32 calculates a target acceleration for one control cycle from the vehicle speed deviation.
Target acceleration = vehicle speed deviation / ΔT
When an upper limit is set for the target acceleration, the target acceleration is limited so as not to exceed the upper limit (that is, the upper limit).

・ When controlling the inter-vehicle distance (when the preceding vehicle is captured in the inter-vehicle distance control mode)
FIG. 5B is an example of a flowchart showing a schematic procedure for determining the target acceleration. The ACC control unit 34 determines a target acceleration for each control cycle while the cruise control switch 11 is ON.
S10: The ACC control unit 34 acquires the distance from the preceding vehicle and the relative speed from the sensor unit 12, and the vehicle speed of the host vehicle from the wheel speed sensor 19.
S20: The ACC control unit 34 determines the target inter-vehicle distance from the setting (long / medium / short) of the inter-vehicle distance set by the driver and the current vehicle speed.
S30: The ACC control unit 34 calculates the target inter-vehicle time by dividing the target inter-vehicle distance by the current vehicle speed, and calculates the inter-vehicle time by dividing the current distance from the preceding vehicle by the vehicle speed. The target inter-vehicle time is the time required to reach the preceding vehicle when the target inter-vehicle distance is moved at the current vehicle speed. The inter-vehicle time is the time required to reach the preceding vehicle when moving the current distance at the current vehicle speed.
S40: The inter-vehicle control ECU 13 calculates the inter-vehicle time deviation by subtracting the inter-vehicle time from the target inter-vehicle time. When the inter-vehicle time deviation is positive, the inter-vehicle distance is short with respect to the target inter-vehicle distance, and when negative, the inter-vehicle distance is long with respect to the target inter-vehicle distance.
S50: The inter-vehicle control ECU 13 calculates a target acceleration by calculating a relative speed and an inter-vehicle time deviation. When the relative speed is positive, the preceding vehicle is moving away, so the own vehicle should be accelerated. When the relative speed is negative, the preceding vehicle is approaching, and the own vehicle should be decelerated. If the inter-vehicle time deviation is a positive value, the vehicle should be decelerated. If the inter-vehicle time deviation is a negative value, the vehicle should be accelerated. Therefore, the target acceleration can be obtained by multiplying an appropriate coefficient (gain) by the relative speed and the inter-vehicle time deviation and adding them with the signs reversed.
Target acceleration = -K1 x relative speed + K2 x inter-vehicle time deviation In addition to the relative speed and inter-vehicle time deviation, the target acceleration may be determined from the differential value of the relative speed or the differential value of the inter-vehicle time deviation. The determination method is an example.

[Calculation of throttle opening]
The throttle control unit 33 determines the throttle opening with respect to the target acceleration calculated by the cruise control unit 32 or the ACC control unit 34. The insufficient acceleration component calculation unit 331 calculates an insufficient acceleration deviation D _dnp .
_{MA n = MA n-1 +} G × D dn × T sk ... (1)
D _dn = (At _n −ΔV _n ) + D _dnp (2)
However, D _dnp = At _n-1 -ΔV _n
The throttle control unit 33 controls the throttle motor 17 while monitoring the throttle opening detected by the throttle position sensor 18 so that the throttle opening calculated in this way is obtained.

By calculating the throttle opening using equations (1) and (2), the insufficient acceleration deviation D _dnp acts as a feedback term, so that the difference between the target acceleration and the vehicle acceleration can be reduced, and acceleration in a situation where the target acceleration increases. Can improve responsiveness.

Note that a deficiency with respect to a past target acceleration may be considered as the deficient acceleration deviation _Ddnp .
D _dnp = At _n-1 −ΔV _n + 0.5 · At _n−2 −ΔV _n + 0.25 · At _n−3 −ΔV _n
“0.5” and “0.25” are coefficients, and it is possible to suppress an increase in compensation (feedback) by reducing the coefficient as the past insufficient acceleration deviation. The number of cycles in the past can be optimized experimentally. For example, the cycle is maximized at the beginning of acceleration and gradually decreased.

FIG. 6 is an example of a diagram showing vehicle acceleration and throttle opening in comparison with the prior art. During constant speed running, the target acceleration and the vehicle acceleration are almost constant (zero). When the target acceleration increases at time t, the throttle opening becomes larger than the conventional _one due to the insufficient acceleration deviation _Ddnp . For this reason, when the target acceleration increases at time t, the vehicle acceleration can be increased with higher responsiveness than in the past.

  As described above, according to the present embodiment, the response of the actual acceleration to the target acceleration can be improved without increasing the control gain.

In the first embodiment, the past target acceleration and the shortage of the vehicle acceleration are reflected in the current throttle opening by the insufficient acceleration deviation D _dnp . However, depending on the performance of the vehicle, there may be a control cycle in which the insufficient acceleration deviation D _dnp increases and a control cycle in which the acceleration decreases, and the acceleration may _hunt (the hunting in this embodiment is the stability of acceleration in acceleration control). Good, not necessarily slowing down). In this embodiment, a vehicle speed control device 100 capable of suppressing hunting will be described. Note that the functional block diagram, calculation of target acceleration, and the like are the same as those in the first embodiment, and a description thereof will be omitted.

  FIG. 7 is an example of a diagram schematically illustrating hunting of vehicle acceleration. Although the response of the vehicle acceleration is improved as compared with the prior art, the inclination of the vehicle acceleration is not stable. Such vehicle acceleration results in a decrease in passenger comfort.

Therefore, in the present embodiment, a dead zone for an acceleration change is provided for the insufficient acceleration deviation D _dnp . That is, unless the difference between the target acceleration change and the vehicle acceleration change is sufficiently large or small, by _setting the insufficient acceleration deviation D _dnp to zero, _even if there is a deviation between the target acceleration and the vehicle acceleration, the insufficient acceleration deviation D _dnp Does not affect the throttle opening. Thereby, unless the absolute value of the difference between the target acceleration change and the vehicle acceleration change is greater than a certain value, the insufficient acceleration deviation Ddnp does not affect the throttle opening, so that hunting can be suppressed.

[Calculation of throttle opening]
The throttle control unit 33 of the present embodiment determines the throttle opening as follows with respect to the target acceleration calculated by the cruise control unit 32 or the ACC control unit 34.
_{MA n = MA n-1 +} G × D dn × T sk ... (1)
D _dn = (At _n −ΔV _n ) + D _dnp (2)
a) If MHYS ≤ ΔAt _{n –} ΔΔV _n ≤ PHYS, Ddnp = 0
b) If ΔAt _n −ΔΔV _n <MHYS or PHYS <ΔAt _n −ΔΔV _n , D _dnp = At _{n−1 −ΔV n}
ΔAt _n : target acceleration change ΔΔV _n : vehicle acceleration change
MHYS: Dead band for acceleration change (-side)
PHYS: Dead zone for acceleration change (+ side)
The dead zone is from MHYS to PHYS. Since the dead zone is individually set on the − side and the + side, the optimum dead zone can be set on the − side and the + side according to the ease of acceleration and deceleration of the vehicle. Therefore, the occurrence of unnecessary acceleration / deceleration can be suppressed, which can contribute to the improvement of the merchantability of the vehicle.

[Control procedure]
FIG. 8 is an example of a flowchart illustrating a procedure for the engine ECU 14 to calculate the throttle opening. The procedure of FIG. 7 is executed to calculate the throttle opening after the target acceleration is calculated.

  The throttle control unit 33 determines whether acceleration control has been started (S110). Whether acceleration control is started is determined from the fact that the target acceleration is greater than a previous value by a predetermined value or continuously greater than a plurality of past target accelerations. .

The throttle controller 33 calculates the target acceleration change ΔAt _n and the vehicle acceleration change ΔΔV _n (S120).
ΔΔV _n = ΔV _n −ΔV _n−1
ΔAt _n = At _n −At _n−1
The insufficient acceleration calculation unit 331 determines whether “MHYS ≦ ΔAt _n −ΔΔV _n ≦ PHYS” is satisfied (S130).

When MHYS ≦ ΔAt _n −ΔΔV _n ≦ PHYS is satisfied (Yes in S130), the throttle control unit 33 sets D _dnp to zero (S160).

When MHYS ≦ ΔAt _n −ΔΔV _n ≦ PHYS is not satisfied (No in S130), the insufficient acceleration calculation unit 331 calculates the insufficient acceleration deviation D _dnp , and the throttle control unit 33 uses the insufficient acceleration deviation D _dnp to perform D _dn. Is calculated (S140).

  Next, the throttle control unit 33 determines whether or not the acceleration control is being performed (S150), and when the acceleration control is being performed (Yes in S150), the processing from step S120 is repeated.

FIG. 9 is an example of a diagram showing vehicle acceleration and throttle opening in comparison with the prior art and the first embodiment. When the target acceleration increases at time t, the throttle opening becomes larger than the conventional _one due to the insufficient acceleration deviation _Ddnp , and the responsiveness is improved as in the first embodiment.

Furthermore, in this embodiment, when the difference between the target acceleration change and the vehicle acceleration change falls within the dead zone, the insufficient acceleration deviation D _dnp is _set to zero. Therefore, when the insufficient acceleration deviation D _dnp is considered, the acceleration change is constant. It can be limited to the case where it is larger or smaller. Thereby, hunting can be suppressed.

  Therefore, the vehicle speed control device 100 of the present embodiment can increase the vehicle acceleration with higher responsiveness than before and can suppress hunting.

11 Cruise control switch 12 Sensor unit 13 Inter-vehicle control ECU
14 Engine ECU
15 Skid control ECU
DESCRIPTION OF SYMBOLS 17 Throttle motor 19 Wheel speed sensor 31 Engine control part 32 Cruise control part 33 Throttle control part 34 AAC control part 100 Vehicle speed control apparatus

Claims (5)

A vehicle speed control device that travels at a constant speed at a set vehicle speed or travels following a preceding vehicle ahead of the host vehicle,
The target acceleration is determined based on the difference between the current vehicle speed of the host vehicle and the set vehicle speed for each control cycle, or the target acceleration is determined based on the relative speed and the inter-vehicle distance with the preceding vehicle for each control cycle. A target acceleration determining means for determining;
An underacceleration deviation calculating means for calculating an underacceleration deviation from a difference between the target acceleration of the previous control cycle and the current actual acceleration of the host vehicle;
A throttle opening control means for calculating a change amount of the throttle opening by multiplying a control gain by a value obtained by adding the insufficient acceleration deviation to the difference between the target acceleration of the current control cycle and the actual acceleration of the host vehicle; And a vehicle speed control device. The insufficient acceleration deviation calculating means includes
The target acceleration change, which is the difference between the current target acceleration and the previous target acceleration,
When the acceleration change deviation, which is the difference between the actual acceleration change of this time and the actual acceleration of the previous time , falls within a predetermined range , the insufficient acceleration deviation is set to zero.
The vehicle speed control device according to claim 1. The predetermined range includes a negative lower limit value when the target acceleration change is smaller than the actual acceleration change, and a positive upper limit value when the target acceleration change is larger than the actual acceleration change. The absolute value of the lower limit value and the upper limit value are different,
The vehicle speed control device according to claim 2. The control gain, the target acceleration and a constant regardless of the difference between the actual acceleration of the vehicle, the vehicle speed control system according to claim 1 to 3 or 1, wherein said. The insufficient acceleration deviation calculating means includes
The difference between the target acceleration of the previous control cycle and the current actual acceleration of the host vehicle is added to the difference between the target acceleration of the previous control cycle and the current actual acceleration of the host vehicle to the shortage. The vehicle speed control apparatus according to any one of claims 1 to 4, wherein an acceleration deviation is calculated.

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