JP6998270B2 - Vehicle driving control device - Google Patents

Description

The present invention relates to a vehicle travel control device. More specifically, the present invention relates to a vehicle travel control device that sets a target vehicle speed and a target acceleration, and controls a power generation source such as an engine and a drive motor and a transmission so that the target vehicle speed and the target acceleration are realized.

In recent years, vehicle driving control devices having driving support functions and automatic driving functions, such as cruise control systems and adaptive cruise control systems, have been actively developed. In such a vehicle driving control device, an engine that is a power generation source of a vehicle so that the inter-vehicle distance between the own vehicle and the preceding vehicle is measured by using a radar and the inter-vehicle distance is maintained at a predetermined target inter-vehicle distance. And the transmission (see, for example, Patent Document 1).

In such a vehicle driving control device, a target vehicle speed and a target acceleration are set so that the passenger does not feel a sense of discomfort, especially when the vehicle is accelerating, and an engine or an engine is used so that the target vehicle speed and the target acceleration are realized. It controls the transmission. More specifically, the vehicle travel control device calculates a target driving force with respect to the driving force of the vehicle based on the target vehicle speed, the target acceleration, etc., controls the engine so that the target driving force is realized, and this target. The transmission is controlled so that the gear stage is selected according to the driving force.

Japanese Unexamined Patent Publication No. 2017-24479

By the way, in the vehicle running control device as described above, the feedback input calculated by the feedback controller and the target acceleration, running resistance, etc. so that the actual vehicle speed reaches the target vehicle speed quickly and the deviation between the target vehicle speed and the actual vehicle speed is eliminated. The target driving force may be calculated by adding up the feedforward input calculated by the feedforward controller based on the above.

FIG. 18 shows changes in vehicle speed, acceleration, target drive torque, and gear stage when the engine and transmission are controlled using the target driving force obtained by adding the feedback input and the feedforward input as described above. It is a figure which shows an example. FIG. 18 shows a case where the target vehicle speed starts to increase after the time t0.

As shown in FIG. 18, between the time t0 and the time t1, the target drive torque calculated by using the target vehicle speed and the target acceleration increases as the target vehicle speed and the target acceleration increase, but the transmission is appropriate. Since it is set in the gear stage, the actual vehicle speed follows the target vehicle speed.

Further, after time t1, shift down control is executed in which the gear stage of the transmission is gradually lowered according to the increase in the target drive torque. However, since the transmission is delayed, the vehicle speed deviation between the actual vehicle speed and the target vehicle speed increases as shown in FIG. Further, when the vehicle speed deviation is widened, the target drive torque determined based on the feedback control of the vehicle speed deviation is further increased as described above, so that extra shift-down control is executed. Therefore, after time t2, the acceleration of the vehicle and the engine speed increase sharply, and the passenger may feel a sense of discomfort.

An object of the present invention is to provide a vehicle traveling control device capable of realizing a shift operation without a sense of discomfort during acceleration.

(1) The vehicle travel control device according to the present invention sets a target vehicle speed with respect to the vehicle speed and a target acceleration with respect to the acceleration of the vehicle, and a power generation source and a transmission of the vehicle so as to realize the target vehicle speed and the target acceleration. Is controlled by a vehicle speed sensor that detects the vehicle speed, a target vehicle speed calculation unit that calculates the target vehicle speed, a target acceleration calculation unit that calculates the target acceleration, and the target vehicle speed and the vehicle speed sensor. It has a feedback controller that calculates an input that eliminates the vehicle speed deviation from the actual vehicle speed, and the first target drive is performed by using the input calculated by the feedback controller and the input calculated based on the target acceleration. A first target drive torque calculation unit that calculates torque, a second target drive torque calculation unit that does not have the feedback controller and calculates a second target drive torque based on the target acceleration, and the first target drive torque. A power generation source control unit that controls the power generation source based on the above, and a transmission that determines a target gear ratio based on the second target drive torque and controls the transmission so that the target gear ratio is realized. It is characterized by including a control unit.

(2) In this case, the vehicle travel control device includes an inter-vehicle distance detecting device that detects the inter-vehicle distance between the vehicle and the preceding vehicle, an actual inter-vehicle distance detected by the inter-vehicle distance detecting device, and the actual vehicle speed. The target acceleration calculation unit further includes a target arrival vehicle speed calculation unit that calculates the target arrival vehicle speed based on the above, and the target acceleration calculation unit calculates the target acceleration based on the difference between the target arrival vehicle speed and the actual vehicle speed. A calculation unit and a smoothing processing unit that performs a smoothing process on the target acceleration calculated by the basic target acceleration calculation unit are provided, and the first and second target drive torque calculation units are subjected to the smoothing process. It is preferable to calculate the first and second target drive torques based on the target acceleration after the measurement.

(3) In this case, the vehicle travel control device includes an inter-vehicle distance detecting device that detects the inter-vehicle distance between the vehicle and the preceding vehicle, an actual inter-vehicle distance detected by the inter-vehicle distance detecting device, and the actual vehicle speed. The target acceleration calculation unit further includes a target arrival vehicle speed calculation unit that calculates the target arrival vehicle speed based on the above, and the target acceleration calculation unit calculates the target acceleration based on the difference between the target arrival vehicle speed and the actual vehicle speed. A calculation unit and a smoothing processing unit that performs a smoothing process on the target acceleration calculated by the basic target acceleration calculation unit are provided, and the first target drive torque calculation unit is after the smoothing process is performed. The first target drive torque is calculated based on the target acceleration of, and the second target drive torque calculation unit calculates the second target drive torque based on the target acceleration before the smoothing process is applied. Is preferable.

(4) In this case, the second target drive torque calculation unit uses the feed forward controller that calculates the feed forward input based on the target acceleration and the second target drive torque calculated based on the feed forward input. The correction means includes a correction means for correction, and the correction means has an integrated value of the vehicle speed deviation, an integrated value of the deviation of the relative speed of the own vehicle with respect to the preceding vehicle and the target relative speed, and the actual acceleration has not reached the target acceleration. It is preferable to correct the second target drive torque at a correction timing determined by using at least one of the time and the time when the relative acceleration of the own vehicle with respect to the preceding vehicle does not reach the target relative acceleration.

(5) In this case, the correction means includes a correction input calculation unit that calculates a correction input at the correction timing, and a learning coefficient calculation unit that calculates a learning coefficient based on the ratio of the feed forward input and the correction input. It is preferable to include a correction unit that calculates the second target drive torque based on the sum of the feed forward input and the correction input and the learning coefficient.

(6) In this case, the vehicle travel control device further includes a vehicle weight estimation unit that estimates the vehicle weight of the vehicle, and the second target drive torque calculation unit is a vehicle weight estimated by the vehicle weight estimation unit. It is preferable to calculate the second target drive torque based on the target acceleration and the target acceleration.

(1) In the vehicle travel control device of the present invention, the first target drive torque calculation unit calculates an input such that the vehicle speed deviation between the target vehicle speed and the actual vehicle speed is eliminated by the feedback controller, and the input by the feedback controller and the target. The first target drive torque is calculated by using the input calculated based on the acceleration, and the power generation source control unit controls the power generation source based on the first target drive torque. On the other hand, the second target drive torque calculation unit does not have a feedback controller based on the speed deviation, but calculates the second target drive torque based on the target acceleration, and the transmission control unit uses this second target drive torque. The target gear ratio is determined based on the above, and the transmission is controlled so that this target gear ratio is realized. As described above, in the present invention, the input of the feedback controller based on the vehicle speed deviation is used for the first target drive torque used for the power generation source having a relatively fast response to the drive torque, and the response to the drive torque is relatively slow. The input of the feedback controller based on the vehicle speed deviation is not used for the second target drive torque used for. As a result, when the vehicle is accelerating, even if the vehicle speed deviation becomes large due to the delay in the shifting operation in the transmission, the second target drive torque does not become excessively large, so that the transmission control is performed. It is possible to suppress an extra shift-down operation by the unit. Further, by suppressing the extra shift-down operation during acceleration in this way, it is possible to suppress a rapid increase in acceleration and the rotation speed of the power generation source, so that it is possible to realize a shift operation without a sense of discomfort during acceleration.

(2) The vehicle travel control device of the present invention has a target reaching vehicle speed calculation unit that calculates a target reaching vehicle speed based on an actual vehicle distance and an actual vehicle speed, and a target acceleration based on the difference between the target reaching vehicle speed and the actual vehicle speed. It is provided with a basic target acceleration calculation unit for calculating the target acceleration and a smoothing processing unit for performing a smoothing process on the target acceleration calculated by the basic target acceleration calculation unit. Further, the first and second target drive torque calculation units calculate the first and second target drive torques based on the target acceleration after the annealing process is applied and the jerk is removed, and this is used as the power generation source. Used for control and transmission control. Therefore, according to the present invention, it is possible to realize smooth driving force control and shift operation without discomfort during acceleration.

(3) In the vehicle travel control device of the present invention, the first target drive torque calculation unit calculates the first target drive torque based on the target acceleration after the annealing process is applied and the jerk is removed. Is used to control the power generation source. As a result, it is possible to realize smooth driving force control without discomfort during acceleration. By the way, when the target acceleration is subjected to such an annotation treatment, jerk can be removed, but a delay may occur due to a sudden change. Therefore, the second target drive torque calculation unit calculates the second target drive torque based on the target acceleration before the smoothing process is applied, and uses this for controlling the transmission. As a result, when sudden acceleration is required, the gear ratio of the transmission can be quickly changed so as to be able to follow it.

(4) As described above, the second target drive torque calculation unit calculates the second target drive torque without using the feedback controller based on the vehicle speed deviation. Therefore, the number of stages to shift down during acceleration is insufficient, and the actual vehicle speed is increased. Followability to the target vehicle speed may deteriorate. On the other hand, in the second target drive torque calculation unit of the present invention, the second target drive torque calculated based on the feed forward input is calculated by the integrated value of the vehicle speed deviation after shifting, the integrated value of the relative speed deviation, and the actual acceleration. Correction is performed at a predetermined timing based on either the time when the target acceleration has not been reached or the time when the relative acceleration has not reached the target relative acceleration. The above four parameters serve as a guide for determining the deterioration of the followability. In the present invention, by correcting the second target drive torque at the correction timing determined based on any of these four parameters, if the followability deteriorates, the followability is restored at an appropriate correction timing. The transmission can be controlled as such.

(5) In the second target drive torque calculation unit of the present invention, the learning coefficient is calculated based on the ratio of the feed forward input and the correction input calculated at the correction timing, and the sum of the feed forward input and the correction input is calculated. The second target drive torque is calculated based on the learning coefficient. Therefore, according to the present invention, when the followability of the actual vehicle speed to the target vehicle speed deteriorates for some reason and the correction input becomes larger than 0, the increase in the correction input is reflected in the learning coefficient. It is possible to prevent the deterioration of the followability in the above.

(6) When the vehicle weight becomes heavier than the expected weight, for example, when towing, the second target drive torque becomes smaller than the desired value, the drive torque becomes insufficient, and the actual vehicle speed is relative to the target vehicle speed. Followability may deteriorate. On the other hand, the second target drive torque calculation unit of the present invention calculates the second target drive torque based on the vehicle weight estimated by the vehicle weight estimation unit and the target acceleration. As a result, even if the vehicle weight changes for some reason, the second target drive torque of an appropriate size can be calculated, so that deterioration of followability can be suppressed.

It is a figure which shows the structure of the vehicle which mounts the vehicle running control device which concerns on 1st Embodiment of this invention. It is a functional block diagram which shows the calculation procedure of FI-ECU and TM-ECU when the automatic operation mode is selected as an operation mode. It is a figure for demonstrating the concept of the inter-vehicle distance control in AO-ECU. It is a functional block diagram which shows the calculation procedure of the inter-vehicle distance control in AO-ECU. It is a time chart which shows the control example by the vehicle running control device which concerns on the said embodiment. It is a functional block diagram which shows the calculation procedure of the inter-vehicle distance control in the AO-ECU mounted on the vehicle travel control apparatus which concerns on 2nd Embodiment of this invention. It is a figure for demonstrating the problem which may occur in the vehicle running control device which concerns on the said embodiment. It is a functional block diagram which shows the calculation procedure of the inter-vehicle distance control in the AO-ECU mounted on the vehicle travel control apparatus which concerns on 3rd Embodiment of this invention. It is a flowchart which shows the procedure which calculates the correction drive torque in the correction drive torque calculation unit. It is a time chart which shows the control example by the vehicle running control device which concerns on the said embodiment. It is a flowchart which shows the procedure of calculating the correction drive torque in the correction drive torque calculation unit, and shows the case where the time when the actual acceleration did not reach the target acceleration was adopted as a guideline for determining the deterioration of the followability. It is a time chart which shows the control example based on the flowchart of FIG. It is a functional block diagram which shows the calculation procedure of the inter-vehicle distance control in the AO-ECU mounted on the vehicle travel control apparatus which concerns on 4th Embodiment of this invention. It is a time chart which shows the control example by the vehicle running control device which concerns on the said embodiment. It is a functional block diagram which shows the calculation procedure of the inter-vehicle distance control in the AO-ECU mounted on the vehicle travel control apparatus which concerns on 5th Embodiment of this invention. It is a figure which shows an example of the calculation procedure which calculates the estimated vehicle weight in the vehicle weight estimation unit. It is a figure which shows the other example of the calculation procedure which calculates the estimated vehicle weight in the vehicle weight estimation unit. It is a figure which shows an example of the change of a vehicle speed, an acceleration, a target drive torque, and a gear stage when the engine and a transmission are controlled using the target driving force obtained by adding up the feedback input and the feedforward input.

<First Embodiment>
Hereinafter, the first embodiment of the present invention will be described with reference to the drawings.
FIG. 1 is a diagram showing a configuration of a vehicle V equipped with a vehicle travel control device 1 according to the present embodiment.

The vehicle V includes an engine E as a power generation source, an automatic transmission TM connected to the output shaft of the engine E via a torque converter (not shown), and a vehicle travel control device for controlling the engine E and the automatic transmission TM. 1 and. The automatic transmission TM is provided with a plurality of gears having different gear ratios, and the output of the engine E is shifted at a gear ratio corresponding to the gear gear selected by the vehicle travel control device 1 and transmitted to the drive wheels W. It is an automatic transmission. In the following, a vehicle equipped with an engine E as a power generation source of the vehicle V will be described, but the type and number of the power generation sources of the vehicle V are not limited to this. As the power generation source of the vehicle V, an electric motor may be used instead of the engine, or a combination of the engine and the electric motor may be used.

The vehicle driving control device 1 is an automatic driving control device 2 (hereinafter, “AO-ECU 2” that comprehensively controls an accelerator pedal AP that can be operated by the driver, an operation mode changeover switch SW, an engine E, and an automatic transmission TM. (Use the abbreviation of "FI-ECU 3") and the engine control device 3 that operates the engine E based on the operation of the accelerator pedal AP by the driver or the command from the AO-ECU 2 (hereinafter, the abbreviation of "FI-ECU 3" is used). The transmission control device 4 (hereinafter, abbreviated as "TM-ECU 4") that operates the automatic transmission TM based on the operation of the accelerator pedal AP by the driver or the command from the AO-ECU 2 and the vehicle V. Alternatively, it includes a sensor unit 5 composed of a plurality of sensors for acquiring information on the surrounding state thereof.

The operation mode changeover switch SW is a switch operated by the driver when switching the operation mode of the vehicle V. In the vehicle driving control device 1, the driving mode of the vehicle V can be switched to either a manual driving mode or an automatic driving mode according to the operation of the driving mode changeover switch SW by the driver. The manual operation mode is an operation mode in which the engine E and the automatic transmission TM are operated based on the operation of the accelerator pedal AP or the like by the driver. Further, the automatic operation mode is an operation mode in which the engine E and the automatic transmission TM are operated mainly based on the calculation in the AO-ECU 2. Hereinafter, the function of the vehicle travel control device 1 when the automatic driving mode is selected as the driving mode will be described in detail.

The sensor unit 5 includes a vehicle speed sensor 51, a front-rear acceleration sensor 52, an inter-vehicle distance sensor 53, and an accelerator pedal sensor 54.

The vehicle speed sensor 51 detects the vehicle speed, which is the speed of the vehicle body of the vehicle V, and transmits a signal corresponding to the detected value to the AO-ECU 2, the FI-ECU 3, and the TM-ECU 4. For the vehicle speed sensor 51, for example, an encoder that generates a pulse signal proportional to the rotation speed of the axle of the drive wheel W is used.

The front-rear acceleration sensor 52 is attached to the vehicle body, detects acceleration along the traveling direction of the vehicle body, and transmits a signal corresponding to the detected value to the AO-ECU 2. As the front-rear acceleration sensor 52, for example, a uniaxial acceleration sensor attached to the vehicle body so that its detection axis is parallel to the traveling direction of the vehicle body is used.

The inter-vehicle distance sensor 53 detects the inter-vehicle distance, which is the distance between the own vehicle and the preceding vehicle existing on the front side in the traveling direction of the own vehicle, and transmits a signal according to the detected value to the AO-ECU 2. For example, a millimeter wave radar is used for the inter-vehicle distance sensor 53.

The accelerator pedal sensor 54 detects the accelerator opening degree, which is the opening degree of the accelerator pedal AP operated by the driver, and transmits a signal corresponding to the detected value to the AO-ECU 2, FI-ECU 3, and TM-ECU 4.

The AO-ECU 2 is a microcomputer that comprehensively controls the engine E and the automatic transmission TM when the automatic operation mode is selected as the operation mode. More specifically, when the automatic driving mode is selected as the driving mode, the AO-ECU 2 controls the inter-vehicle distance using detection signals of the vehicle speed sensor 51, the front-rear acceleration sensor 52, the inter-vehicle distance sensor 53, and the like. By performing the above, the required drive torque corresponding to the request for the drive torque transmitted to the drive wheels W is calculated. In this inter-vehicle distance control, the AO-ECU 2 transfers the required torque to the FI-ECU 3 so that the inter-vehicle distance between the own vehicle and the preceding vehicle is maintained at a predetermined value, as will be described later with reference to FIG. It is calculated separately for what is input and what is input to TM-ECU 4. In the following, the required drive torque calculated by the inter-vehicle distance control in the AO-ECU 2 that is input to the FI-ECU 3 is referred to as an engine required drive torque, and that that is input to the TM-ECU 4 is a transmission required drive. It is called torque.

It is a microcomputer that operates the engine E in response to an input from the FI-ECU 3, the accelerator pedal sensor 54, or the AO-ECU 2. More specifically, as will be described later with reference to FIG. 2, the FI-ECU 3 is for a driver required drive torque calculated based on a detection value of the accelerator pedal sensor 54 or for an engine input from the AO-ECU 2. The fuel injection amount, intake air amount, ignition timing, etc. of the engine E are operated based on the required drive torque.

The TM-ECU 4 is a microcomputer that operates the automatic transmission TM in response to an input from the accelerator pedal sensor 54 or the AO-ECU 2. More specifically, as will be described later with reference to FIG. 2, the TM-ECU 4 is a driver required drive torque calculated based on a detection value of the accelerator pedal sensor 54 or a transmission input from the AO-ECU 2. The target gear stage is determined based on the required drive torque, and the automatic transmission TM is operated so that the determined target gear ratio is realized.

FIG. 2 is a functional block diagram showing a calculation procedure of the FI-ECU 3 and the TM-ECU 4 when the automatic operation mode is selected as the operation mode.

The FI-ECU 3 includes a division unit 31, a pseudo opening degree calculation unit 32, an arbitration unit 33, a pseudo drive torque calculation unit 34, a filter 35, a target engine torque calculation unit 36, and an engine control unit 37. Be prepared.

The dividing unit 31 divides the required engine drive torque calculated by the inter-vehicle distance control in the AO-ECU 2 by the torque amplification factor in the torque converter connecting the output shaft of the engine E and the input shaft of the automatic transmission TM. Calculates the required drive torque for control. The required control drive torque is a drive torque defined for calculation in the FI-ECU 3, and corresponds to the required drive torque for the engine minus the amplification by the torque converter.

The pseudo-opening calculation unit 32 uses the required drive torque for control, the actual vehicle speed which is the vehicle speed calculated by the vehicle speed sensor 51, and the actual gear stage which is the gear stage actually selected in the automatic transmission TM. By doing so, the pseudo accelerator opening is calculated. This pseudo accelerator opening corresponds to the accelerator opening when the driver tries to realize the inter-vehicle distance control in the AO-ECU 2 by operating the accelerator pedal AP.

As shown in FIG. 2, the pseudo opening degree calculation unit 32 is provided with a plurality of maps relating the accelerator opening degree, the vehicle speed, and the driving torque for each gear stage. The pseudo-opening calculation unit 32 selects a map corresponding to the gear stage currently selected in the automatic transmission TM from these a plurality of maps, and selects the map based on the required control drive torque and the actual vehicle speed. The pseudo accelerator opening is calculated by searching the map.

The arbitration unit 33 calculates the control accelerator opening degree by using the actual accelerator opening degree detected by the accelerator pedal sensor 54 and the pseudo accelerator opening degree calculated by the pseudo opening degree calculation unit 32. More specifically, the arbitration unit 33 uses the larger of the actual accelerator opening and the pseudo accelerator opening as the control accelerator opening.

The pseudo drive torque calculation unit 34 calculates the pseudo required drive torque by using the control accelerator opening degree, the actual vehicle speed, and the actual gear stage. This pseudo-required drive torque is a drive torque defined for calculation in the FI-ECU 3, and is a required drive torque when the driver tries to realize the inter-vehicle distance control in the AO-ECU 2 by operating the accelerator pedal AP. Corresponds to.

As shown in FIG. 2, the pseudo drive torque calculation unit 34 is provided with a plurality of the same maps as the pseudo opening degree calculation unit 32 for each gear stage. The pseudo drive torque calculation unit 34 selects a map corresponding to the actual gear stage from these a plurality of maps, and searches for the selected map based on the control accelerator opening and the actual vehicle speed to drive the pseudo request. Calculate the torque.

The filter 35 performs a filter operation for removing abrupt fluctuations from the pseudo-required drive torque calculated by the pseudo-drive torque calculation unit 34. When accelerating, the output torque of the engine E fluctuates greatly, which may cause the driver to feel uncomfortable. The filter 35 suppresses abrupt fluctuations in the output torque of the engine E by removing abrupt fluctuations in the pseudo-required drive torque.

The target engine torque calculation unit 36 calculates the target engine torque by dividing the pseudo-required drive torque that has passed through the filter 35 by the actual gear ratio, which is the gear ratio of the gear stage currently selected in the automatic transmission TM. .. This target engine torque corresponds to a target for the torque input from the engine E to the torque converter.

The engine control unit 37 operates the fuel injection amount, the intake air amount, the ignition timing, and the like of the engine E so that the target engine torque calculated by the target engine torque calculation unit 36 is realized.

The TM-ECU 4 includes a division unit 41, a pseudo opening degree calculation unit 42, an arbitration unit 43, a target gear stage selection unit 45, and a transmission control unit 46.

The division unit 41 calculates the required drive torque for control by dividing the required drive torque for the transmission calculated by the inter-vehicle distance control in the AO-ECU 2 by the torque amplification factor. This required control drive torque is a drive torque defined for calculation in the TM-ECU 4, and corresponds to the required drive torque for the transmission minus the amplification by the torque converter.

The pseudo opening degree calculation unit 42 calculates the pseudo accelerator opening degree by using the required control driving torque, the actual vehicle speed, and the actual gear stage. The specific procedure for calculating the pseudo accelerator opening in the pseudo opening calculation unit 42 is the same as the procedure for calculating the pseudo accelerator opening in the pseudo opening calculation unit 32 of the FI-ECU 3. Is omitted.

The arbitration unit 43 calculates the control accelerator opening degree by using the actual accelerator opening degree and the pseudo accelerator opening degree calculated by the pseudo opening degree calculation unit 42. More specifically, the arbitration unit 43 uses the larger of the actual accelerator opening and the pseudo accelerator opening as the control accelerator opening.

The target gear stage selection unit 45 determines the target gear stage by using the control accelerator opening degree and the actual vehicle speed. As shown in FIG. 2, the target gear stage selection unit 45 is provided with a shift map that associates the operating point specified by the vehicle speed and the accelerator opening degree with the gear stage. The target gear stage selection unit 45 determines the target gear stage by searching the shift map based on the control accelerator opening degree and the actual vehicle speed.

The transmission control unit 46 operates the automatic transmission TM so that the target gear stage determined by the target gear stage selection unit 45 is realized.

FIG. 3 is a time chart for explaining the concept of inter-vehicle distance control in the AO-ECU 2. FIG. 3 shows changes in the inter-vehicle distance, vehicle speed, and acceleration in order from the upper stage to the lower stage.

In the inter-vehicle distance control in the AO-ECU 2, the target inter-vehicle distance (see the broken line in FIG. 3) is set for the actual inter-vehicle distance (see the solid line in FIG. 3), which is the inter-vehicle distance detected by the inter-vehicle distance sensor 53. The target vehicle speed and target acceleration are calculated so that the actual vehicle-to-vehicle distance reaches the target vehicle-to-vehicle distance in a predetermined target time, and the required drive torque for the engine and the required drive torque for the transmission are calculated so that these target vehicle speeds and target accelerations are realized. calculate. Here, the target vehicle speed corresponds to a target for the actual vehicle speed (see the solid line in FIG. 3) and is set in the vicinity of the preceding vehicle speed (see the broken line in FIG. 3). The target acceleration corresponds to a target for the actual acceleration (see the solid line in FIG. 3), which is the acceleration obtained by time-differentiating the actual vehicle speed detected by the vehicle speed sensor 51, and corresponds to the preceding vehicle acceleration (broken line in FIG. 3). See).

Here, the appropriate inter-vehicle distance depends on the vehicle speed. Therefore, in the inter-vehicle distance control in the AO-ECU 2, the target inter-vehicle distance is determined based on the actual vehicle speed.

Further, the target time, which is the time required for the actual vehicle-to-vehicle distance to reach the target vehicle-to-vehicle distance, differs depending on the difference between the actual vehicle-to-vehicle distance and the target vehicle-to-vehicle distance. Therefore, in the inter-vehicle distance control in the AO-ECU 2, the target time is determined based on the difference between the actual inter-vehicle distance and the target inter-vehicle distance.

Further, in the inter-vehicle distance control in the AO-ECU 2, an upper limit is set for the target acceleration in order to improve the comfort of the passenger, and the target acceleration is calculated so as not to exceed this upper limit. Further, in this inter-vehicle distance control, an upper limit is set for the jerk, which is the time derivative of the acceleration, and the target acceleration is calculated so that the jerk does not exceed this upper limit.

FIG. 4 is a functional block diagram showing a calculation procedure for inter-vehicle distance control in the AO-ECU 2.

The AO-ECU 2 has a target calculation unit 6 that calculates a target vehicle speed and a target acceleration based on an actual vehicle-to-vehicle distance and an actual vehicle speed, which are inter-vehicle distances detected by the inter-vehicle distance sensor 53, and a target vehicle speed and a target acceleration. It includes an engine required drive torque calculation unit 7 that calculates an engine required drive torque, and a transmission required drive torque calculation unit 8 that calculates a transmission required drive torque based on a target acceleration.

The target calculation unit 6 includes a target arrival vehicle speed calculation unit 61 that calculates the target arrival vehicle speed based on the actual vehicle distance and the actual vehicle speed, and a target acceleration calculation unit 62 that calculates the target acceleration based on the target arrival vehicle speed and the actual vehicle speed. And a target vehicle speed calculation unit 63 that calculates a target vehicle speed based on a target arrival vehicle speed, a target acceleration, and an actual vehicle speed.

The target arrival vehicle speed calculation unit 61 includes a target vehicle-to-vehicle distance calculation unit 611, a distance difference calculation unit 612, a relative speed calculation unit 613, a target time calculation unit 614, a target relative speed calculation unit 615, and a total unit 616. By using these, the target vehicle speed is calculated. Here, the target reaching vehicle speed corresponds to the vehicle speed to be realized in order to reach the target inter-vehicle distance in the target time, as described below.

The target inter-vehicle distance calculation unit 611 calculates the target inter-vehicle distance according to the actual vehicle speed by searching a predetermined map based on the actual vehicle speed. The target inter-vehicle distance calculation unit 611 calculates the target inter-vehicle distance so that it becomes longer as the actual vehicle speed increases.

The distance difference calculation unit 612 calculates the distance difference by subtracting the target inter-vehicle distance from the actual inter-vehicle distance.

The relative speed calculation unit 613 calculates the relative speed of the own vehicle with respect to the preceding vehicle by using the distance difference calculated by the distance difference calculation unit 612. More specifically, this relative speed corresponds to the vehicle speed of the own vehicle in the stationary system of the preceding vehicle. In the relative speed calculation unit 613, for example, the relative speed calculated by the distance difference calculation unit 612 in the previous control cycle (for example, one second ago) from the relative speed calculated by the distance difference calculation unit 612 in the current control cycle. The relative velocity is calculated by subtracting.

The target time calculation unit 614 calculates the target time according to the distance difference by searching a predetermined map based on the distance difference calculated by the distance difference calculation unit 612. The target time calculation unit 614 calculates the target time so that the longer the distance difference is, the shorter the target time is.

The target relative speed calculation unit 615 calculates the target relative speed corresponding to the target with respect to the relative speed by dividing the distance difference by the target time.

The summing unit 616 calculates the target reaching speed by summing the target relative speed calculated by the target relative speed calculating unit 615, the relative speed calculated by the relative speed calculating unit 613, and the actual vehicle speed.

The target acceleration calculation unit 62 includes a vehicle speed deviation calculation unit 621, a basic target acceleration calculation unit 622, and a smoothing processing unit 623, and calculates the target acceleration by using these.

The vehicle speed deviation calculation unit 621 calculates the vehicle speed deviation by subtracting the actual vehicle speed from the target arrival vehicle speed calculated by the target arrival vehicle speed calculation unit 61.

The basic target acceleration calculation unit 622 calculates the basic target acceleration corresponding to the basic value with respect to the target acceleration based on the vehicle speed deviation calculated by the vehicle speed deviation calculation unit 621. As shown in FIG. 3, the basic target acceleration calculation unit 622 is provided with a map that associates the vehicle speed difference with the acceleration. The basic target acceleration calculation unit 622 calculates the basic target acceleration by searching the map based on the vehicle speed deviation.
With a basic target acceleration calculation unit that calculates the target acceleration based on the difference between the target arrival vehicle speed and the actual vehicle speed.

In the basic target acceleration calculation unit 622, when the vehicle speed deviation is 0, the basic target acceleration is set to 0, the larger the vehicle speed deviation is on the positive side, the larger the basic target acceleration is on the positive side, and the smaller the vehicle speed deviation is on the negative side. Decrease the basic target acceleration on the negative side. Further, the basic target acceleration calculation unit 622 sets an upper limit and a lower limit for the basic target acceleration, and when the vehicle speed deviation is larger than a predetermined positive upper limit threshold, the basic target acceleration is set to the upper limit regardless of the vehicle speed deviation. To be constant. Further, in the basic target acceleration calculation unit 622, when the vehicle speed deviation is smaller than a predetermined negative lower limit threshold value, the basic target acceleration is set to be constant at the lower limit regardless of the vehicle speed deviation.

The smoothing processing unit 623 calculates the target acceleration by performing a smoothing process, that is, a rate limit process, on the basic target acceleration calculated by the basic target acceleration calculation unit 622. More specifically, the annealing processing unit 623 calculates the basic target jerk by searching the map based on the basic target acceleration as shown in FIG. 3, and integrates the basic target jerk. Compare with the basic target acceleration, and set the smaller one as the target acceleration.

The target vehicle speed calculation unit 63 includes a basic target vehicle speed calculation unit 631 and a comparison unit 632, and calculates the target vehicle speed by using these.

The basic target vehicle speed calculation unit 631 calculates a basic target vehicle speed corresponding to a basic value with respect to the target vehicle speed based on the target acceleration calculated by the target acceleration calculation unit 62 and the actual vehicle speed. The basic target vehicle speed calculation unit 631 calculates the vehicle speed realized when accelerating at the above target acceleration from the state where the vehicle speed is the actual vehicle speed, and sets this as the basic target vehicle speed. More specifically, the basic target vehicle speed calculation unit 631 calculates the basic target vehicle speed by adding the target acceleration to the actual vehicle speed.

The comparison unit 632 compares the target arrival vehicle speed calculated by the target arrival vehicle speed calculation unit 61 with the basic target vehicle speed calculated by the basic target vehicle speed calculation unit 631, and sets the smaller one as the target vehicle speed.

The required drive torque calculation unit 7 for an engine uses a deviation calculation unit 71 that calculates a vehicle speed deviation between a target vehicle speed and an actual vehicle speed, a feedback controller 72 that calculates a feedback input so that this vehicle speed deviation disappears, and a target acceleration. It includes a feedforward input calculation unit 73 that calculates a feedforward input, and a totaling unit 74 that calculates a required drive torque for an engine by summing these feedback inputs and feedforward inputs.

The deviation calculation unit 71 calculates the vehicle speed deviation by subtracting the actual vehicle speed from the target vehicle speed.

The feedback controller 72 calculates the feedback input according to a known feedback control rule so that the vehicle speed deviation calculated by the deviation calculation unit 71 becomes zero.

The feed-forward input calculation unit 73 includes a gradient acceleration calculation unit 731, a gradient correction unit 732, a control drive torque calculation unit 733, and a running resistance torque correction unit 734, and by using these, the target acceleration can be obtained. Calculate the feed forward input.

The gradient acceleration calculation unit 731 calculates the gradient acceleration. Since the gravitational acceleration acts on the vehicle V in the direction opposite to the traveling direction on the slope road, it is necessary to add the target acceleration by the amount corresponding to the slope to correct it. The gradient acceleration calculation unit 731 calculates the theoretical acceleration of the vehicle V by, for example, dividing the actual driving force of the vehicle V by a predetermined set vehicle weight, and further subtracts the actual acceleration from the theoretical acceleration. Calculate the gradient acceleration. Further, for example, the gradient acceleration calculation unit 731 may calculate the gradient acceleration by, for example, acquiring the gradient of the road surface at the current location from the map gradient information and multiplying this gradient by a predetermined conversion coefficient.

The gradient correction unit 732 calculates the corrected target acceleration by adding the gradient acceleration to the target acceleration.

The control drive torque calculation unit 733 calculates the control drive torque by multiplying the corrected target acceleration by the set vehicle weight and the set tire diameter of the drive wheel W. Here, for the set vehicle weight and the set tire diameter, for example, predetermined values are used.

The running resistance torque correction unit 734 calculates the feed forward input by adding up the control target drive torque calculated by the control drive torque calculation unit 733 and the running resistance torque calculated by a process (not shown).

The transmission required drive torque calculation unit 8 calculates the transmission required drive torque by diverting only the feed forward input calculation unit 73 among the modules constituting the engine required drive torque calculation unit 7. More specifically, the transmission required drive torque calculation unit 8 uses the feed forward input calculated by the feed forward input calculation unit 73 based on the target acceleration as the transmission required drive torque. In other words, the transmission required drive torque calculation unit 8 does not have a feedback controller 72 for calculating the feedback input, and the feedforward input calculation unit 73 calculates the transmission required drive torque based on the target acceleration. do.

As described above, the AO-ECU 2 calculates the target vehicle speed and the target acceleration based on the actual vehicle distance and the actual vehicle speed, and at the same time, the required drive torque for the engine and the required for the transmission so that the target vehicle speed and the target acceleration are realized. The drive torque is calculated and input to the FI-ECU 3 and the TM-ECU 4. Further, the FI-ECU 3 and the TM-ECU 4 control the engine E and the automatic transmission TM based on these required drive torques.

FIG. 5 is a time chart showing a control example by the vehicle travel control device 1 according to the present embodiment. FIG. 5 shows the vehicle speed, the required drive torque, and the gear stage of the automatic transmission TM realized by the vehicle travel control device 1 in the automatic driving mode in order from the upper stage. More specifically, FIG. 5 shows an example in which the target vehicle speed starts to increase at time t1 from the state where the actual vehicle speed and the target vehicle speed substantially match at time t0. It should be noted that such an increase in the target vehicle speed is realized, for example, when the preceding vehicle accelerates. Further, in FIG. 5, the vehicle speed and the gear stage realized by the vehicle travel control device of the comparative example are shown by broken lines. Here, the vehicle travel control device of the comparative example means a device that inputs the required drive torque for the engine including the feedback input to both the FI-ECU 3 and the TM-ECU 4. Further, in FIG. 5, the target vehicle speed is shown by the alternate long and short dash line, the actual vehicle speed is indicated by the alternate long and short dash line, the required drive torque for the engine is indicated by the alternate long and short dash line, and the required drive torque for the transmission is indicated by the solid line.

In the example of FIG. 5, the target vehicle speed increases with a predetermined inclination between the times t1 and t2, and then the target vehicle speed increases with a steeper inclination between the times t2 and t4 than between the times t1 and t2.

Therefore, between the times t1 and t2, the vehicle travel control device 1 can make the vehicle speed follow the target vehicle speed only by changing the engine torque of the engine E without lowering the gear stage. Therefore, between the times t1 and t2, the vehicle speed deviation is substantially 0, and therefore the feedback input is also approximately 0, and the required drive torque for the engine and the required drive torque for the transmission are substantially equal.

On the other hand, at time t2, the vehicle travel control device 1 sets the gear stage to several paragraphs in order to make the vehicle speed follow the sudden increase in the target vehicle speed. However, since there is a considerable delay in the shifting operation in the automatic transmission TM, the vehicle speed deviation between the target vehicle speed and the actual vehicle speed becomes large after the time t2. Therefore, after time t2, the feedback input calculated by the feedback controller 72 based on the vehicle speed deviation becomes large, and the difference between the required drive torque for the engine and the required drive torque for the transmission begins to widen.

Therefore, in the vehicle running control device of the comparative example in which the gear stage is determined based on the required drive torque for the engine including the feedback input, as shown by the broken line in FIG. 5, the gear stage tries to respond to the increase in the required drive torque. Is further dropped. Therefore, in the vehicle travel control device of the comparative example, the vehicle speed may overshoot the target vehicle speed at time t3.

On the other hand, in the vehicle travel control device 1 according to the present embodiment, since the gear stage is determined based on the required drive torque for the transmission that does not include the feedback input, an extra shift-down operation as executed in the comparative example is performed. Not done. Therefore, as shown in FIG. 5, the vehicle travel control device 1 can make the vehicle speed follow the target vehicle speed without overshooting between the times t2 and t4.

According to the vehicle travel control device 1 of the present embodiment, the following effects are obtained.
(1) In the vehicle travel control device 1, the engine required drive torque calculation unit 7 calculates a feedback input such that the vehicle speed deviation between the target vehicle speed and the actual vehicle speed is eliminated by the feedback controller 72, and this feedback input and the target acceleration. The required drive torque for the engine is calculated by using the feedforward input calculated by the feedforward input calculation unit 73 based on the above, and the FI-ECU 3 operates the engine E based on the required drive torque for the engine. On the other hand, the transmission required drive torque calculation unit 8 does not have a feedback controller 72 based on the speed deviation, and the feed forward input calculation unit 73 calculates the transmission required drive torque based on the target acceleration, and TM- The ECU 4 determines a target gear stage based on the required drive torque for the transmission, and operates the automatic transmission TM so that the target gear stage is realized. As described above, in the vehicle travel control device 1, the input of the feedback controller 72 based on the vehicle speed deviation is used for the required drive torque for the engine used for the engine E having a relatively fast response to the drive torque, and the response to the drive torque is relatively relatively high. The input of the feedback controller 72 based on the vehicle speed deviation is not used for the required drive torque for the transmission used for the slow automatic transmission TM. As a result, when the vehicle is accelerating, even if the vehicle speed deviation becomes large due to the delay in the shifting operation in the automatic transmission TM, the required drive torque for the transmission does not become excessively large. It is possible to suppress an extra downshift operation by the TM-ECU 4. Further, by suppressing the extra shift-down operation during acceleration in this way, it is possible to suppress the sudden increase in acceleration and the rotation speed of the engine E, so that it is possible to realize a shift operation without a sense of discomfort during acceleration.

(2) The vehicle travel control device 1 has a target reaching vehicle speed calculation unit 61 that calculates a target reaching vehicle speed based on the actual vehicle distance and the actual vehicle speed, and a basic target acceleration based on the difference between the target reaching vehicle speed and the actual vehicle speed. It is provided with a basic target acceleration calculation unit 622 for calculating the basic target acceleration, and a smoothing processing unit 623 for performing a smoothing process on the basic target acceleration calculated by the basic target acceleration calculation unit 622. Further, the required drive torque calculation unit 7 for the engine and the required drive torque calculation unit 8 for the transmission are smoothed, and the required drive torque for the engine and the required for the transmission are based on the target acceleration after the jerk is removed. The drive torque is calculated and used for controlling the engine E and the automatic transmission TM. Therefore, according to the vehicle traveling control device 1, it is possible to realize smooth driving force control and shift operation without discomfort during acceleration.

In the present embodiment, the transmission required drive torque calculation unit 8 uses the feed forward input calculation unit 73, which is a part of the module constituting the engine required drive torque calculation unit 7, to drive the transmission demand drive. Although the case of calculating the torque has been described, the present invention is not limited to this. The transmission required drive torque calculation unit 8 may also calculate the transmission required drive torque by performing the same calculation as the feed forward input calculation unit 73.

<Second Embodiment>
Next, the vehicle travel control device 1A according to the second embodiment of the present invention will be described with reference to the drawings. In the following description of the second embodiment, the same components as those of the vehicle V of the first embodiment are designated by the same reference numerals, and detailed description thereof will be omitted.

FIG. 6 is a functional block diagram showing a calculation procedure for inter-vehicle distance control in the AO-ECU 2A mounted on the vehicle travel control device 1A according to the present embodiment. The AO-ECU 2A has a different configuration from the AO-ECU 2 according to the first embodiment of the transmission required drive torque calculation unit 8A.

More specifically, the transmission required drive torque calculation unit 8 (see FIG. 4) according to the first embodiment receives the target acceleration that has undergone the smoothing process in the smoothing processing unit 623 as an input to the transmission required drive torque. Is calculated. On the other hand, the transmission required drive torque calculation unit 8A according to the present embodiment calculates the transmission required drive torque by inputting the basic target acceleration before the smoothing process in the smoothing processing unit 623. It is different from the required drive torque calculation unit 8 for the transmission according to the first embodiment.

The transmission required drive torque calculation unit 8A includes a gradient acceleration calculation unit 731A, a gradient correction unit 732A, a control drive torque calculation unit 733A, and a running resistance torque correction unit 734A, and is basically a gradient correction unit 732A. By inputting the target acceleration, the required drive torque for the transmission is calculated. The specific calculation procedure in the gradient acceleration calculation unit 731A, the gradient correction unit 732A, the control drive torque calculation unit 733A, and the running resistance torque correction unit 734A is the gradient acceleration calculation unit 731 and the gradient correction according to the first embodiment. Since it is the same as the unit 732, the control drive torque calculation unit 733, and the running resistance torque correction unit 734, detailed description thereof will be omitted.

According to the vehicle travel control device 1A of the present embodiment, the following effects are obtained.
(3) In the vehicle travel control device 1A, the engine required drive torque calculation unit 7 calculates the engine required drive torque based on the target acceleration after the annealing process is applied and the jerk is removed, and this is calculated. Input to FI-ECU 3. As a result, it is possible to realize smooth driving force control without discomfort during acceleration. By the way, when the target acceleration is subjected to such an annotation treatment, jerk can be removed, but a delay may occur due to a sudden change. Therefore, the transmission required drive torque calculation unit 8A calculates the transmission required drive torque based on the basic target acceleration before the smoothing process, and inputs this to the TM-ECU 4. As a result, when sudden acceleration is required, the gear stage of the automatic transmission TM can be quickly changed so as to be able to follow the sudden acceleration.

<Third Embodiment>
Next, the vehicle travel control device 1B according to the third embodiment of the present invention will be described with reference to the drawings. In the following description of the third embodiment, the same components as those of the vehicle V of the first embodiment are designated by the same reference numerals, and detailed description thereof will be omitted.

Before explaining the specific configuration of the vehicle travel control device 1B according to the present embodiment, the problems that may occur in the vehicle travel control device 1 according to the first embodiment and the vehicle travel control device 1A according to the second embodiment are discussed. explain.

FIG. 7 is a diagram for explaining a problem that may occur in the vehicle travel control devices 1 and 1A according to the above embodiment. More specifically, FIG. 7 is a time chart showing changes in the vehicle speed, the required drive torque, and the gear stage when the accuracy of the required drive torque for the transmission deteriorates for some reason.

The required drive torque for the transmission calculated by the vehicle travel control devices 1 and 1A does not include the feedback input based on the vehicle speed deviation. Therefore, if the accuracy of the required drive torque for the transmission deteriorates for some reason, as shown in FIG. 7, an appropriate gear stage may not be selected, and the followability of the actual vehicle speed to the target vehicle speed may deteriorate. Since the vehicle travel control devices 1 and 1A calculate the required drive torque for the transmission based on the gradient acceleration, the set vehicle weight, etc., if the gradient acceleration, the set vehicle weight, etc. deviate, the required drive for the transmission is driven. The accuracy of the torque deteriorates. Further, since the vehicle travel control devices 1 and 1A calculate the required shift drive torque only by the feed forward input and do not have the means for correcting the deviation as described above, the target of the actual vehicle speed is as shown in FIG. It is not possible to eliminate the deterioration of followability to the vehicle speed. The vehicle travel control device 1B according to the present embodiment is configured with the problem of deterioration of the followability of the actual vehicle speed with respect to the target vehicle speed.

FIG. 8 is a functional block diagram showing a calculation procedure for inter-vehicle distance control in the AO-ECU 2B mounted on the vehicle travel control device 1B according to the present embodiment. The AO-ECU 2B has a different configuration from the AO-ECU 2 according to the first embodiment of the transmission required drive torque calculation unit 8B.

The required drive torque calculation unit 8B for the transmission includes a feed forward input calculation unit 73 that calculates the feed forward input based on the target acceleration, and a correction drive torque calculation unit 81B that calculates the correction drive torque based on the vehicle speed deviation. A correction unit 82B for calculating the required drive torque for the transmission by adding the drive torque and the feed forward input is provided.

Since the procedure for calculating the feed forward input based on the target acceleration in the feed forward input calculation unit 73 is the same as that in the first embodiment, detailed description thereof will be omitted.

As will be described later with reference to FIG. 9, the corrected drive torque calculation unit 81B determines whether or not the followability of the actual vehicle speed has deteriorated with respect to the target vehicle speed by using the integrated value of the vehicle speed deviation, and the followability has deteriorated. If it is determined, a correction drive torque larger than 0 is calculated.

The correction unit 82B calculates the required drive torque for the transmission by adding the feed forward input calculated by the feed forward input calculation unit 73 and the correction drive torque calculated by the correction drive torque calculation unit 81B.

FIG. 9 is a flowchart showing a procedure for calculating the corrected drive torque in the corrected drive torque calculation unit 81B. The process shown in FIG. 9 is repeatedly executed in the correction drive torque calculation unit 81B at a predetermined control cycle.

First, in S1, the corrected drive torque calculation unit 81B determines whether or not the actual vehicle speed has reached the target vehicle speed, more specifically, when the vehicle speed deviation is set to a value slightly larger than 0 and is equal to or less than the convergence test threshold value. Determine if it exists. When the determination result of S1 is YES, that is, when the followability of the actual vehicle speed to the target vehicle speed is good, the corrected drive torque calculation unit 81B resets the vehicle speed deviation integrated value described later to 0 (see S2). After further resetting the correction drive torque to 0 (see S3), the process of FIG. 9 ends. If the determination result of S1 is NO, the correction drive torque calculation unit 81B moves to S4.

In S4, the correction drive torque calculation unit 81B determines whether or not the shift-down operation in which the automatic transmission TM lowers the gear stage is completed. If the determination result in S4 is YES, that is, after the downshift operation is completed, the correction drive torque calculation unit 81B calculates the vehicle speed deviation integrated value (see S5), and then moves to S7. The corrected drive torque calculation unit 81B calculates the vehicle speed deviation integrated value in the current control cycle by, for example, adding the vehicle speed deviation in the current control cycle to the vehicle speed deviation integrated value in the previous control cycle. This vehicle speed deviation integrated value serves as a guide for determining whether or not the followability of the actual vehicle speed with respect to the target vehicle speed is good.

If the determination result of S4 is NO, that is, if the downshift operation is not completed, the correction drive torque calculation unit 81B resets the vehicle speed deviation integrated value (see S6) and then moves to S7. If the downshift operation is not completed, the difference between the actual vehicle speed and the target vehicle speed often widens. Therefore, in order to eliminate the influence of the shift down delay in the automatic transmission TM, the correction drive torque calculation unit 81B resets the vehicle speed deviation integrated value until the shift down operation is completed.

In S7, the correction drive torque calculation unit 81B determines whether or not the vehicle speed deviation integrated value is equal to or greater than a preset followability deterioration determination threshold value. When the determination result of S7 is NO, the correction drive torque calculation unit 81B determines that the followability is good, and ends the process of FIG. 9 while maintaining the correction drive torque at the previous value.

If the determination result of S7 is YES, the correction drive torque calculation unit 81B determines that the followability has deteriorated, and proceeds to S8. In S8, the correction drive torque calculation unit 81B resets the vehicle speed deviation integrated value to 0 and moves to S9.

In S9, the corrected drive torque calculation unit 81B calculates the additional acceleration for making the actual vehicle speed follow the target vehicle speed based on the vehicle speed deviation, and moves to S10. The corrected drive torque calculation unit 81B basically increases the additional acceleration as the vehicle speed deviation increases.

In S10, the correction drive torque calculation unit 81B determines whether or not the acceleration obtained by adding the target acceleration and the additional acceleration is larger than the actual acceleration. If the determination result of S10 is YES, the correction drive torque calculation unit 81B moves to S11 and updates the correction drive torque. Further, when the determination result of S10 is NO, the correction drive torque calculation unit 81B determines that the actual acceleration may be excessively increased when the correction drive torque is updated, and the passenger may feel a sense of discomfort. The process of FIG. 9 is terminated while maintaining the torque at the previous value.

In S11, the correction drive torque calculation unit 81B updates the correction drive torque so that the correction drive torque increases by the amount corresponding to the additional acceleration, and ends the process of FIG. 9. More specifically, the corrected drive torque calculation unit 81B obtains the corrected drive torque in the previous control cycle by subtracting the actual acceleration from the sum of the target acceleration and the additional acceleration, as shown in the following equation (1). The corrected drive torque in the current control cycle is calculated by dividing the positive acceleration to be obtained by the product of the set vehicle weight and the set tire diameter.
Corrected drive torque (current value) = corrected drive torque (previous value)
+ (Target acceleration + Additional acceleration-Actual acceleration) x (Set vehicle weight x Set tire diameter) (1)

FIG. 10 is a time chart showing a control example by the vehicle travel control device 1B according to the present embodiment. FIG. 10 shows, in order from the top, the vehicle speed, the vehicle speed deviation integrated value, the acceleration, the required drive torque, and the gear stage of the automatic transmission TM realized by the vehicle travel control device 1B in the automatic driving mode. More specifically, FIG. 10 shows an example in which the target vehicle speed starts to increase at time t11 from the state where the actual vehicle speed and the target vehicle speed substantially match at time t10. Further, FIG. 10 shows the actual vehicle speed, the actual acceleration, the required drive torque for the transmission, and the gear stage realized by the vehicle travel control device 1 according to the first embodiment by broken lines. Further, in FIG. 10, the target vehicle speed is shown by the alternate long and short dash line, and the actual vehicle speed is shown by the solid line. The target acceleration is indicated by a long-dotted chain line, the actual acceleration is indicated by a thick solid line, and the acceleration obtained by adding the target acceleration and the additional acceleration is indicated by a fine solid line. The required drive torque for the engine is indicated by a chain line, and the required drive torque for the transmission is indicated by a solid line.

In the example of FIG. 10, after the target vehicle speed starts to increase at time t11, the shift down operation is started at time t12, and the vehicle speed deviation starts to increase after this time t12. Further, in the example of FIG. 10, the shift-down operation started at time t12 is completed at time t13. Therefore, between the time t12 and t13, the actual vehicle speed hardly increases, and the actual acceleration also temporarily decreases. Further, until the time t13 when the downshift operation is completed, the vehicle speed deviation integrated value is reset as described above (see S6 in FIG. 9), so that the value is always 0.

After that, in response to the completion of the downshift operation at time t13, the correction drive torque calculation unit 81B starts integrating the vehicle speed deviation (see S5 in FIG. 9). As a result, the vehicle speed deviation integrated value gradually begins to increase.

After that, at time t14, the correction drive torque calculation unit 81B needs to correct the required drive torque for the transmission according to the fact that the vehicle speed deviation integrated value becomes equal to or higher than the followability deterioration determination threshold value (see S7 in FIG. 9). It is determined that the torque is present, the additional acceleration is calculated based on the vehicle speed deviation at time t14 (see S9 in FIG. 9), and the corrected drive torque is updated to a value larger than 0 based on the additional acceleration. As a result, as shown in FIG. 10, the required drive torque for the transmission increases by the corrected drive torque at time t14. Therefore, at time t14, the TM-ECU 4 further starts the downshift operation in response to the increase in the required drive torque for the transmission. Therefore, in the vehicle travel control device 1B of the present embodiment, the difference between the actual vehicle speed and the target vehicle speed increases due to the delay of the shift down operation between the time t14 and the time t15, but after the time t15 when the shift down operation is completed. , The actual vehicle speed can be made to follow the target vehicle speed. As a result, in the vehicle travel control device 1B of the present embodiment, the actual vehicle speed can be substantially matched to the target vehicle speed at time t18. On the other hand, in the vehicle travel control device 1 according to the first embodiment, since the required drive torque for the transmission is constant even after the time t14, the downshift operation is not performed. Therefore, in the vehicle travel control device 1 of the first embodiment, it takes time to reach the target vehicle speed with the actual vehicle speed.

In the example of FIG. 10, the vehicle speed deviation integrated value is equal to or higher than the followability deterioration determination threshold even at the time t16 and the time t17. However, in the example of FIG. 10, the actual acceleration at time t16 and time t17 is larger than the acceleration obtained by combining the target acceleration and the additional acceleration. Therefore, in order to suppress an excessive increase in the actual acceleration, the corrected drive torque is not updated (see S10 in FIG. 9).

According to the vehicle travel control device 1B of the present embodiment, the following effects are obtained.
(4) In the transmission required drive torque calculation unit 8B of the present embodiment, the transmission required drive torque calculated based on the feed forward input is calculated at the timing when the vehicle speed deviation integrated value exceeds the followability deterioration determination threshold value. to correct. This vehicle speed deviation integrated value serves as a guide for determining the deterioration of the followability. In the vehicle running control device 1B, the required drive torque for the transmission is corrected at a timing determined based on the vehicle speed deviation integral value so that the followability is restored at an appropriate timing when the followability deteriorates. The automatic transmission TM can be controlled.

Although the third embodiment of the present invention has been described above, the present invention is not limited to this.
For example, in the above embodiment, the vehicle speed deviation integrated value is adopted as a guideline for determining the deterioration of the followability of the actual vehicle speed with respect to the target vehicle speed, and the required drive torque for the transmission is set at a timing determined based on the vehicle speed deviation integrated value. Although amended, the present invention is not limited to this.

For example, instead of the vehicle speed deviation integrated value, the integrated value of the deviation between the relative speed and the target relative speed is adopted as a guideline for judging the deterioration of the followability, and this relative speed deviation integrated value is the followability deterioration judgment threshold. At a timing exceeding the above, the required drive torque for the transmission may be corrected by the same procedure as that described with reference to FIG.

Further, for example, instead of the vehicle speed deviation integrated value, the time when the actual acceleration does not reach the target acceleration or the time when the relative acceleration does not reach the target relative acceleration is used as a guideline for determining the deterioration of the followability. It may be adopted and the required drive torque for the transmission may be corrected at a timing determined based on these times.

FIG. 11 is a flowchart showing a procedure for calculating the corrected drive torque in the corrected drive torque calculation unit 81B, and is a case where the time when the actual acceleration does not reach the target acceleration is adopted as a guideline for determining the deterioration of the followability. show. The process shown in FIG. 11 is repeatedly executed in the correction drive torque calculation unit 81B at a predetermined control cycle.

First, in S21, the correction drive torque calculation unit 81B determines whether or not the actual vehicle speed has reached the target vehicle speed. If the determination result of S21 is YES, the correction drive torque calculation unit 81B resets the timer described later to 0 (see S22), further resets the correction drive torque to 0 (see S23), and then FIGS. 11 Ends the processing of. If the determination result of S21 is NO, the correction drive torque calculation unit 81B moves to S24.

In S24, the correction drive torque calculation unit 81B determines whether or not a predetermined waiting time has elapsed after the shift down operation in which the automatic transmission TM lowers the gear stage is completed. When the determination result of S24 is YES, the correction drive torque calculation unit 81B is obtained by subtracting the actual acceleration from the target acceleration, whether or not the actual acceleration has not reached the target acceleration. It is determined whether or not the acceleration deviation is larger than the threshold set to a value slightly larger than 0 (see S25). If the determination result of S25 is YES, the process proceeds to S28 after counting up the timer for measuring the time when the actual acceleration has not reached the target acceleration (see S26). If the determination result of S24 is NO, or if the determination result of S25 is NO, the correction drive torque calculation unit 81B moves to S27, resets the timer, and then moves to S28.

In S28, the correction drive torque calculation unit 81B determines whether or not the value of the timer is equal to or greater than the preset followability deterioration determination threshold value. When the determination result of S28 is NO, the correction drive torque calculation unit 81B determines that the followability is good, and ends the process of FIG. 11 while maintaining the correction drive torque at the previous value.

If the determination result of S28 is YES, the correction drive torque calculation unit 81B determines that the followability has deteriorated, and proceeds to S29. In S29, the correction drive torque calculation unit 81B resets the timer value to 0 and moves to S30. Since the processing of S30 and S31 is the same as the processing of S9 and S11 of FIG. 9, detailed description thereof will be omitted.

FIG. 12 is a time chart showing a control example based on the flowchart of FIG.
FIG. 12 shows, in order from the top, the vehicle speed, acceleration, timer, required drive torque, and gear stage of the automatic transmission TM realized by the vehicle travel control device 1B in the automatic driving mode. More specifically, FIG. 12 shows an example in which the target vehicle speed starts to increase at the time t21 from the state where the actual vehicle speed and the target vehicle speed substantially match at the time t20. Further, FIG. 12 shows the actual vehicle speed, the actual acceleration, the required drive torque for the transmission, and the gear stage realized by the vehicle travel control device 1 according to the first embodiment by broken lines. Further, in FIG. 12, the target vehicle speed is shown by the alternate long and short dash line, and the actual vehicle speed is shown by the solid line. The target acceleration is indicated by a long-dotted chain line, the actual acceleration is indicated by a thick solid line, and the acceleration obtained by adding the target acceleration and the additional acceleration is indicated by a fine solid line. The required drive torque for the engine is indicated by a chain line, and the required drive torque for the transmission is indicated by a solid line.

In the example of FIG. 12, after the target vehicle speed starts to increase at time t21, the shift down operation is started at time t22, and the vehicle speed deviation starts to increase after this time t22. Further, in the example of FIG. 12, the shift-down operation started at time t22 is completed at time t23. Therefore, from this time t23 to the time t24 after the waiting time, the correction drive torque calculation unit 81B starts counting up the timer (see S26 in FIG. 11).

After that, at time t25, the correction drive torque calculation unit 81B needs to correct the required drive torque for the transmission according to the value of the timer exceeding the followability deterioration determination threshold value (see S28 in FIG. 11). The additional acceleration is calculated based on the vehicle speed deviation at time t25 (see S30 in FIG. 11), and the corrected drive torque is updated to a value larger than 0 based on the additional acceleration. As a result, as shown in FIG. 12, the required drive torque for the transmission increases by the corrected drive torque at time t25. Therefore, at time t25, the TM-ECU 4 further starts the downshift operation in response to the increase in the required drive torque for the transmission. Therefore, in the vehicle travel control device 1B of the present embodiment, the difference between the actual vehicle speed and the target vehicle speed increases due to the delay of the shift down operation between the time t25 and the time t26, but after the time t26 when the shift down operation is completed. , The actual vehicle speed can be made to follow the target vehicle speed. As a result, in the vehicle travel control device 1B of the present embodiment, the actual vehicle speed can be substantially matched to the target vehicle speed at time t27. On the other hand, in the vehicle travel control device 1 according to the first embodiment, since the required drive torque for the transmission is constant even after the time t25, the downshift operation is not performed. Therefore, in the vehicle travel control device 1 of the first embodiment, it takes time to reach the target vehicle speed with the actual vehicle speed.

<Fourth Embodiment>
Next, the vehicle travel control device 1C according to the fourth embodiment of the present invention will be described with reference to the drawings. In the following description of the fourth embodiment, the same components as those of the vehicle of the third embodiment are designated by the same reference numerals, and detailed description thereof will be omitted.

FIG. 13 is a functional block diagram showing a calculation procedure for inter-vehicle distance control in the AO-ECU 2C mounted on the vehicle travel control device 1C according to the present embodiment. The AO-ECU 2C has a different configuration from the AO-ECU 2B according to the third embodiment of the required drive torque calculation unit 8C for a transmission.

The required drive torque calculation unit 8C for the transmission calculates the feed forward input calculation unit 73, the correction drive torque calculation unit 81B, the total unit 84C for calculating the sum of the feed forward input and the correction drive torque, and the learning coefficient. A learning coefficient calculation unit 85C and a correction unit 86C for calculating the required drive torque for the transmission using the sum calculated by the summing unit 84C and the learning coefficient are provided.

The learning coefficient calculation unit 85C calculates the learning coefficient based on the ratio obtained by dividing the correction drive torque calculated by the correction drive torque calculation unit 81B by the feed forward input calculated by the feed forward input calculation unit 73. .. More specifically, the learning coefficient calculation unit 85C determines that the followability has deteriorated in the correction drive torque calculation unit 81B, and when the correction drive torque becomes a value larger than 0, it is larger than 0. The ratio is calculated by dividing the corrected drive torque by the feed forward input at that time, and the learning coefficient that gradually changes is calculated by using a filter from this ratio.

The total unit 84C calculates the sum of the feed forward input calculated by the feed forward input calculation unit 73 and the correction drive torque calculated by the correction drive torque calculation unit 81B.

The correction unit 86C calculates the required drive torque for the transmission by multiplying the sum calculated by the total unit 84C by the learning coefficient calculated by the learning coefficient calculation unit 85C.

FIG. 14 is a time chart showing a control example by the vehicle travel control device 1C according to the present embodiment. FIG. 14 shows, in order from the top, the vehicle speed, the vehicle speed deviation integrated value, the acceleration, the learning coefficient, the required drive torque, and the gear stage of the automatic transmission TM realized by the vehicle travel control device 1C in the automatic driving mode. More specifically, FIG. 14 shows an example in which acceleration / deceleration is performed in the same manner between the time t30 and t32 and after the time t33. Further, FIG. 14 shows the actual vehicle speed, the actual acceleration, the required drive torque for the transmission, and the gear stage realized by the vehicle travel control device 1 according to the first embodiment by broken lines. Further, in FIG. 14, the target vehicle speed is shown by the alternate long and short dash line, and the actual vehicle speed is shown by the solid line. The target acceleration is indicated by a long-dotted chain line, the actual acceleration is indicated by a thick solid line, and the acceleration obtained by adding the target acceleration and the additional acceleration is indicated by a fine solid line. The required drive torque for the engine is indicated by a chain line, and the required drive torque for the transmission is indicated by a solid line.

In the example of FIG. 14, the behavior of each parameter between the time t30 and the time t32 is the same as the behavior of each parameter between the time t11 and the time t18 in the example of FIG. However, according to the vehicle travel control device 1C according to the present embodiment, the learning coefficient calculation unit 85C directs the learning coefficient to a value larger than 1 in response to the correction drive torque becoming a value larger than 0 at time t31. And gradually change.

After that, after the time t33, acceleration / deceleration is performed again in the same manner as the times t30 to t32. However, at time t33, the learning coefficient is a value larger than 1. Therefore, after time t33, as shown in FIG. 14, the required drive torque for the transmission is corrected to the increasing side by a learning coefficient larger than 1. As described above, after the time t33, the required drive torque for the transmission becomes larger than that between the times t30 and t32, so that the shift down operation is performed at a relatively early timing at the time t34. Therefore, after the time t35, the actual vehicle speed increases, and the target vehicle speed is reached at the time t36. As described above, according to the vehicle travel control device 1C according to the present embodiment, the vehicle speed tracking performance at the time of re-acceleration after the time t33 can be improved by calculating the required drive torque for the transmission using the learning coefficient. ..

According to the vehicle travel control device 1C of the present embodiment, the following effects are obtained.
(5) The required drive torque calculation unit 8C for the transmission calculates the learning coefficient based on the ratio between the feed forward input and the correction drive torque calculated at the correction timing, and calculates the sum of the feed forward input and the correction drive torque. The required drive torque for the transmission is calculated by multiplying by the learning coefficient. Therefore, according to the vehicle travel control device 1C, when the followability of the actual vehicle speed to the target vehicle speed deteriorates for some reason and the corrected drive torque becomes larger than 0, the increase in the corrected drive torque is reflected in the learning coefficient. Therefore, it is possible to prevent deterioration of followability from the next time onward.

<Fifth Embodiment>
Next, the vehicle travel control device 1D according to the fifth embodiment of the present invention will be described with reference to the drawings. In the following description of the fifth embodiment, the same components as those of the vehicle V of the first embodiment are designated by the same reference numerals, and detailed description thereof will be omitted.

FIG. 15 is a functional block diagram showing a calculation procedure for inter-vehicle distance control in the AO-ECU 2D mounted on the vehicle travel control device 1D according to the present embodiment. The AO-ECU 2D has a different configuration from the AO-ECU 2 according to the first embodiment, that is, the required drive torque calculation unit 7D for the engine and the required drive torque calculation unit 8D for the transmission. More specifically, the configuration of the feed forward input calculation unit 73D used when calculating the required drive torque in the required drive torque calculation unit 7D for the engine and the required drive torque calculation unit 8D for the transmission is different.

The feed-forward input calculation unit 73D includes a gradient acceleration calculation unit 731, a gradient correction unit 732, a control drive torque calculation unit 733, a running resistance torque correction unit 734, and a vehicle weight estimation unit 735D. By using it, the feed forward input according to the target acceleration is calculated. That is, in the first embodiment, the control drive torque calculation unit 733 calculates the control drive torque by multiplying the target acceleration corrected by the gradient correction unit 732 by the set vehicle weight and the set tire diameter. In the present embodiment, the control drive torque calculation unit 733 controls by multiplying the target acceleration corrected by the gradient correction unit 732 by the estimated vehicle weight calculated by the vehicle weight estimation unit 735D and the set tire diameter. It differs in that it calculates the drive torque.

FIG. 16 is a diagram showing an example of a calculation procedure for calculating an estimated vehicle weight in the vehicle weight estimation unit 735D. FIG. 16 shows an example in which the vehicle weight estimation unit 735D calculates the estimated vehicle weight by using the map gradient information.

In the example of FIG. 16, the driving force F1 calculated by the following formula (2) based on the set vehicle weight is substantially equal to the driving force F2 calculated by the following formula (3) based on the actual vehicle weight. Under the assumption of, the estimated vehicle weight is calculated.
F1 = set vehicle weight x (actual acceleration + estimated gradient acceleration) (2)
F2 = actual vehicle weight x (actual acceleration + map gradient acceleration) (3)

In the above equation (2), the actual acceleration is the acceleration obtained by time-differentiating the actual vehicle speed detected by the vehicle speed sensor 51 as described above. The estimated gradient acceleration is an acceleration obtained by subtracting the actual acceleration from the theoretical acceleration. The theoretical acceleration is an acceleration calculated by dividing the actual driving force by the set vehicle weight. Further, in the above equation (3), the map gradient acceleration is calculated by acquiring the gradient of the road surface at the current location from the map gradient information and multiplying this gradient by a predetermined conversion coefficient.

Therefore, assuming that the driving forces F1 and F2 are equal, the estimated vehicle weight corresponding to the actual vehicle weight is calculated by the procedure shown in FIG. That is, the vehicle weight estimation unit 735D calculates the estimated vehicle weight based on the following equation (4).
Estimated vehicle weight = set vehicle weight x (actual acceleration + estimated gradient acceleration)
/ (Actual acceleration + map gradient acceleration) (4)

FIG. 17 is a diagram showing another example of the calculation procedure for calculating the estimated vehicle weight in the vehicle weight estimation unit 735D. FIG. 17 shows an example in which the vehicle weight estimation unit 735D calculates the estimated vehicle weight by using the front-rear acceleration sensor 52.

In the example of FIG. 17, the driving force F1 calculated by the above equation (2) based on the set vehicle weight is substantially equal to the driving force F3 calculated by the following equation (5) based on the actual vehicle weight. Under the assumption of, the estimated vehicle weight is calculated.
F3 = actual vehicle weight x (actual acceleration + detection value of the front-rear acceleration sensor 52 when the vehicle is stopped) (5)

On a sloped road, the traveling direction of the vehicle V parallel to the detection axis of the front-rear acceleration sensor 52 is tilted by an angle corresponding to the slope with respect to the horizontal plane, so that the detection value of the front-rear acceleration sensor 52 increases by the amount corresponding to the slope. do.

Therefore, assuming that the driving forces F1 and F3 are equal, the estimated vehicle weight corresponding to the actual vehicle weight is calculated by the procedure shown in FIG. That is, the vehicle weight estimation unit 735D calculates the estimated vehicle weight based on the following equation (6).
Estimated vehicle weight = set vehicle weight x (actual acceleration + estimated gradient acceleration)
/ (Actual acceleration + detection value of front-back accelerometer) (6)

According to the vehicle travel control device 1D of the present embodiment, the following effects are obtained.
(6) When the actual vehicle weight becomes heavier than the set vehicle weight, for example, when towing, the required drive torque for the transmission becomes smaller than the desired value, the drive torque becomes insufficient, and the target vehicle speed of the actual vehicle speed is reached. There is a risk that the followability to will deteriorate. On the other hand, the transmission required drive torque calculation unit 8D according to the present embodiment calculates the transmission required drive torque based on the estimated vehicle weight calculated by the vehicle weight estimation unit 735D and the target acceleration. As a result, even if the actual vehicle weight changes for some reason, the required drive torque for the transmission of an appropriate size can be calculated, so that deterioration of followability can be suppressed.

Although the first to fifth embodiments of the present invention have been described above, the present invention is not limited thereto.

V ... Vehicle E ... Engine (power source)
TM ... Automatic transmission (transmission)
W ... Drive wheels 1,1A, 1B, 1C, 1D ... Vehicle travel control device SW ... Operation mode changeover switch 2,2A, 2B, 2C, 2D ... AO-ECU
3 ... FI-ECU (power generation source control unit)
4 ... TM-ECU (transmission control unit)
6 ... Target calculation unit (target vehicle speed calculation unit, target acceleration calculation unit)
61 ... Target arrival vehicle speed calculation unit (target arrival vehicle speed calculation unit)
62 ... Target acceleration calculation unit (target acceleration calculation unit)
622 ... Basic target acceleration calculation unit (basic target acceleration calculation unit)
623 ... Annealing processing unit (Anling processing unit)
63 ... Target vehicle speed calculation unit (target vehicle speed calculation unit)
7,7D ... Required drive torque calculation unit for engine (1st target drive torque calculation unit)
72 ... Feedback controller (feedback controller)
73, 73D ... Feed forward input calculation unit (feed forward controller)
735D ... Vehicle weight estimation unit 8,8A, 8B, 8C, 8D ... Transmission required drive torque calculation unit (second target drive torque calculation unit)
81B ... Corrected drive torque calculation unit (correction input calculation unit)
82B, 86C ... Correction unit 84C ... Total unit 85C ... Learning coefficient calculation unit (learning coefficient calculation unit)

Claims (6)

A vehicle travel control device that sets a target vehicle speed with respect to a vehicle speed and a target acceleration with respect to a vehicle acceleration, and controls a power generation source and a transmission of the vehicle so that the target vehicle speed and the target acceleration are realized.
A vehicle speed sensor that detects the vehicle speed and
The target vehicle speed calculation unit that calculates the target vehicle speed, and
The target acceleration calculation unit that calculates the target acceleration, and
It has a feedback controller that calculates an input that eliminates the vehicle speed deviation between the target vehicle speed and the actual vehicle speed detected by the vehicle speed sensor, and has an input calculated by the feedback controller and an input calculated based on the target acceleration. The first target drive torque calculation unit that calculates the first target drive torque by using and
A second target drive torque calculation unit that does not have the feedback controller and calculates a second target drive torque based on the target acceleration.
A power generation source control unit that controls the power generation source based on the first target drive torque,
A transmission control unit that determines a target gear ratio based on the second target drive torque and controls the transmission so that the target gear ratio is realized.
An inter-vehicle distance detection device that detects the inter-vehicle distance between the vehicle and the preceding vehicle,
It is provided with a target reaching vehicle speed calculation unit that calculates a target reaching vehicle speed based on the actual vehicle distance detected by the inter-vehicle distance detection device and the actual vehicle speed.
The target acceleration calculation unit is a basic target acceleration calculation unit that calculates the target acceleration based on the difference between the target arrival vehicle speed and the actual vehicle speed, and the target acceleration calculated by the basic target acceleration calculation unit. It is equipped with a smoothing processing unit and
The first and second target drive torque calculation units are vehicle travel control devices that calculate the first and second target drive torques based on the target acceleration after the annealing process is applied . A vehicle travel control device that sets a target vehicle speed with respect to a vehicle speed and a target acceleration with respect to a vehicle acceleration, and controls a power generation source and a transmission of the vehicle so as to realize the target vehicle speed and the target acceleration.
A vehicle speed sensor that detects the vehicle speed and
The target vehicle speed calculation unit that calculates the target vehicle speed, and
The target acceleration calculation unit that calculates the target acceleration, and
It has a feedback controller that calculates an input that eliminates the vehicle speed deviation between the target vehicle speed and the actual vehicle speed detected by the vehicle speed sensor, and has an input calculated by the feedback controller and an input calculated based on the target acceleration. The first target drive torque calculation unit that calculates the first target drive torque by using and
A second target drive torque calculation unit that does not have the feedback controller and calculates a second target drive torque based on the target acceleration.
A power generation source control unit that controls the power generation source based on the first target drive torque,
A transmission control unit that determines a target gear ratio based on the second target drive torque and controls the transmission so that the target gear ratio is realized.
An inter-vehicle distance detection device that detects the inter-vehicle distance between the vehicle and the preceding vehicle,
It is provided with a target reaching vehicle speed calculation unit that calculates a target reaching vehicle speed based on the actual vehicle distance detected by the inter-vehicle distance detection device and the actual vehicle speed.
The target acceleration calculation unit is a basic target acceleration calculation unit that calculates the target acceleration based on the difference between the target arrival vehicle speed and the actual vehicle speed, and the target acceleration calculated by the basic target acceleration calculation unit. It is equipped with a smoothing processing unit and
The first target drive torque calculation unit calculates the first target drive torque based on the target acceleration after the annealing process is applied.
The second target drive torque calculation unit is a vehicle travel control device that calculates the second target drive torque based on the target acceleration before the annealing process is applied. The second target drive torque calculation unit is
A feedforward controller that calculates the feedforward input based on the target acceleration,
A correction means for correcting the second target drive torque calculated based on the feed forward input is provided.
The correction means includes the integrated value of the vehicle speed deviation, the integrated value of the relative speed of the own vehicle with respect to the preceding vehicle and the deviation of the target relative speed, the time when the actual acceleration does not reach the target acceleration, and the own vehicle with respect to the preceding vehicle. The second target drive torque is corrected at a correction timing determined by using at least one of the times during which the relative acceleration of the above has not reached the target relative acceleration, according to claim 1 or 2 . Vehicle travel control device. A vehicle travel control device that sets a target vehicle speed with respect to a vehicle speed and a target acceleration with respect to a vehicle acceleration, and controls a power generation source and a transmission of the vehicle so that the target vehicle speed and the target acceleration are realized.
A vehicle speed sensor that detects the vehicle speed and
The target vehicle speed calculation unit that calculates the target vehicle speed, and
The target acceleration calculation unit that calculates the target acceleration, and
It has a feedback controller that calculates an input that eliminates the vehicle speed deviation between the target vehicle speed and the actual vehicle speed detected by the vehicle speed sensor, and has an input calculated by the feedback controller and an input calculated based on the target acceleration. The first target drive torque calculation unit that calculates the first target drive torque by using and
A second target drive torque calculation unit that does not have the feedback controller and calculates a second target drive torque based on the target acceleration.
A power generation source control unit that controls the power generation source based on the first target drive torque,
A transmission control unit that determines a target gear ratio based on the second target drive torque and controls the transmission so that the target gear ratio is realized is provided.
The second target drive torque calculation unit is
A feedforward controller that calculates the feedforward input based on the target acceleration,
A correction means for correcting the second target drive torque calculated based on the feed forward input is provided.
The correction means includes the integrated value of the vehicle speed deviation, the integrated value of the relative speed of the own vehicle with respect to the preceding vehicle and the deviation of the target relative speed, the time when the actual acceleration does not reach the target acceleration, and the own vehicle with respect to the preceding vehicle. A vehicle travel control device, characterized in that the second target drive torque is corrected at a correction timing determined by using at least one of the times during which the relative acceleration of the above has not reached the target relative acceleration. The correction means
A correction input calculation unit that calculates a correction input at the correction timing,
A learning coefficient calculation unit that calculates a learning coefficient based on the ratio of the feed forward input and the correction input,
The vehicle according to claim 3 or 4 , further comprising a correction unit that calculates the second target drive torque based on the sum of the feed forward input and the correction input, the learning coefficient, and the learning coefficient. Travel control device. Further equipped with a vehicle weight estimation unit that estimates the vehicle weight of the vehicle,
The vehicle according to claim 1, wherein the second target drive torque calculation unit calculates the second target drive torque based on the vehicle weight estimated by the vehicle weight estimation unit and the target acceleration. Travel control device.

Images