JPH0840231A - Traveling controller for vehicle - Google Patents

Abstract

PURPOSE:To improve the responsiveness of the vehicle speed for the variation of the target wheel speed, suppressing the hunting of a control system, by utilizing the feed/forward control according to the preestimated target car speed which is set on the basis of the variation of the target car speed, using in common with the feedback control. CONSTITUTION:A following traveling controller 5 receives the signals VFL, VFR, and Ln from the wheel speed sensors 7 and 8, and a vehicle-vehicle distance snsor 9, and carries out the prescribed control program, and the driving instruction signal/brake instruction signal including the feed/forward term and the feedback term is outputted into an engine output controller 4 and a brake liquid pressure controller 6. The engine output controller 4 and the brake liquid pressure controller 6 carries out the output control for an engine 3 and the brake hydraulic pressure control for the left and right wheel brake devices 10 and 11 according to the instruction signals.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle running control device for improving the responsiveness of a vehicle speed of a vehicle to a change in a target vehicle speed.

[0002]

2. Description of the Related Art As a conventional example of a vehicle traveling control device (vehicle following traveling device), for example, an inter-vehicle distance from a preceding vehicle,
Control using a neural network based on the vehicle speed and longitudinal acceleration of the vehicle (Japanese Patent Laid-Open No. 4-71933)
(Japanese Patent Application Laid-Open No. 5-104977), and vehicle speed control is performed by fuzzy inference based on the inter-vehicle distance from the preceding vehicle, the vehicle speed of the vehicle, and the longitudinal acceleration.

[0003]

However, in the two conventional examples described in the above publication, basically, the target vehicle speed is calculated using the inter-vehicle distance from the preceding vehicle, the vehicle speed of the own vehicle, and the longitudinal acceleration, and Since the feedback control is performed so that the deviation between the target vehicle speed and the vehicle speed of the own vehicle is made small and the two are matched, the problem that the responsiveness deteriorates due to the delay of the control system,
There are problems that the ride comfort deteriorates due to repeated acceleration and deceleration, and that the control system becomes complicated to solve them. The details will be described below.

When the feedback control is performed based on the deviation between the target vehicle speed and the vehicle speed of the vehicle as in the conventional example,
In general, if the feedback gain is increased to improve the responsiveness, hunting occurs in the control system as shown in FIG. 10 and the riding comfort deteriorates. Conversely, if the feedback gain is decreased to suppress hunting, As shown in 11, the responsiveness deteriorates.

For example, in the conventional example of Japanese Patent Laid-Open No. 5-104977 mentioned above, the predicted vehicle distance and the predicted safe vehicle distance are obtained from the longitudinal acceleration of the vehicle, and the target vehicle speed is calculated as (target vehicle speed).
= (Current vehicle speed) + (predetermined gain) x (predicted inter-vehicle distance-
The estimated safe inter-vehicle distance) and the control based on the deviation between the calculated target vehicle speed and the current vehicle speed, so feedback control of the current vehicle speed with respect to the target vehicle speed is performed. It cannot be expected to improve the responsiveness of the vehicle speed.

Therefore, in order to improve the responsiveness of the vehicle speed with respect to the target vehicle speed, it is conceivable to perform feedforward control with respect to the target vehicle speed in some form.
A method of setting the predicted target vehicle speed at the next sampling based on the longitudinal acceleration of the host vehicle at this sampling can be considered. However, if the predicted target vehicle speed at the next sampling is set based on the longitudinal acceleration of the own vehicle at the time of this sampling by the above method, the change in the longitudinal acceleration of the own vehicle and the change in the target vehicle speed (change rate of the target vehicle speed) are not always required. Do not match,
A deviation may occur between the predicted target vehicle speed and the actual target vehicle speed at the next sampling, and the prediction may be inappropriate.
Therefore, even if the feedforward term based on the predicted target vehicle speed set by the above method and the actual vehicle speed of the own vehicle is calculated and the vehicle speed control is performed by adding this feedforward term, if the predicted target vehicle speed is inappropriate, However, improvement of the responsiveness of the vehicle speed cannot be expected so much.

An object of the present invention is to solve the above-mentioned problem by using feedforward control based on a predicted target vehicle speed set based on a change in the target vehicle speed together with the feedback control.

[0008]

To this end, the structure of claim 1 of the present invention is, as the concept is shown in FIG. 1, a positional relationship between an object moving relative to the own vehicle and the own vehicle. And a target vehicle speed setting means for setting a target vehicle speed of the own vehicle based on the positional relationship detected by the positional relationship detecting means, a vehicle speed detecting means for detecting the vehicle speed of the own vehicle, and the own vehicle In the vehicle drive control device including the braking / driving force control means for controlling the braking / driving force of at least one of the front and rear wheels based on the vehicle speed and the target vehicle speed, the target vehicle speed at the previous sampling and the target vehicle speed at the current sampling are compared. Prediction target vehicle speed setting means for calculating the change rate of the target vehicle speed this time, estimating that the calculated change rate of the target vehicle speed will continue at the next sampling, and setting the prediction target vehicle speed at the next sampling, Based on the predicted target vehicle speed when the car speed and the next sampling and is characterized by comprising; and a longitudinal force predictive control means for controlling at least one of the longitudinal force of the front and rear wheels.

In the above, the braking / driving force prediction control means calculates the required longitudinal acceleration of the vehicle based on the vehicle speed of the current vehicle and the predicted target vehicle speed at the next sampling, and calculates the calculated longitudinal acceleration. A control command value corresponding to the braking / driving force required to obtain the vehicle speed is output, and the vehicle speed control system includes a control command value by the braking / driving force control unit and a control by the braking / driving force prediction control unit. A control command value including a command value is used to control the vehicle speed of the own vehicle, but rough control is shared by the braking / driving force prediction control means, and the target vehicle speed of the own vehicle and the vehicle speed. Detailed control for converging the deviation is preferably shared by the braking / driving force control means in order to suppress hunting of the control as shown in FIG.

[0010]

According to the vehicle running control device of the present invention, the target vehicle speed setting means sets the vehicle based on the positional relationship between the object and the vehicle detected by the positional relationship detecting means. When the braking / driving force control means controls the braking / driving force of at least one of the front and rear wheels based on the target vehicle speed of the vehicle speed and the vehicle speed of the vehicle detected by the vehicle speed detection means, the target vehicle speed prediction means is The target vehicle speed change rate of this time is calculated from the target vehicle speed of No. 2 and the target vehicle speed at the time of this sampling, and it is estimated that the calculated target vehicle speed change rate will continue at the next sampling, and the predicted target vehicle speed at the next sampling The braking / driving force prediction control means controls the braking / driving force of at least one of the front and rear wheels based on the vehicle speed of the own vehicle and the predicted target vehicle speed at the next sampling set by the target vehicle speed prediction means. Thus, control is performed so that the driving force is obtained when the change in the target vehicle speed is in the acceleration state, and the braking force is obtained when the change in the target vehicle speed is in the deceleration state.
As shown in FIG. 9, the responsiveness of the vehicle speed to changes in the target vehicle speed is improved, and hunting of the control system is suppressed.

[0011]

Embodiments of the present invention will now be described in detail with reference to the drawings. FIG. 2 is a system diagram showing the configuration of a vehicle equipped with the vehicle travel control device according to the first embodiment of the present invention. This vehicle is configured to automatically follow a preceding vehicle. In FIG. 2, 1L, 1R and 2L, 2R respectively indicate left and right front wheels and left and right rear wheels of the vehicle, and 3 indicates an electronic control type engine. Also, 4, 5, 6 are respectively
An engine output control device, a following running control device, and a braking hydraulic pressure control device are shown. In this vehicle, the drive system is the rear wheel drive system (FR), and the brake control system is the rear wheel braking system for braking the rear wheels that are the drive wheels. Note that the illustration of the automatic transmission and the like is omitted in FIG.

The engine output control device 4 changes one or more of the fuel injection amount, the ignition timing, the air flow rate, etc. based on the drive command signal α input from the follow-up running control device 5. By controlling, the driving force control (output control) of the engine 3 is performed. This driving force control is
It is a normal one based on a well-known control program (not shown).

Further, the follow-up running control device 5 includes the left front wheel 1L.
Signal V _FL from the wheel speed sensor 7 for detecting the wheel speed of the right front wheel, signal V _FR from the wheel speed sensor 8 for detecting the wheel speed (driven wheel speed) of the right front wheel 1R, and from the predetermined position in front of the vehicle A signal L _n from an inter-vehicle distance sensor (positional relationship detecting means) 9 that detects a relative distance (that is, an inter-vehicle distance) to a predetermined reference point (for example, a vehicle rear end portion) is input, and the control program of FIG. As a result, the braking / driving force control of the present invention is performed in which the driving command signal α is output to the engine output control device 4 and the braking command signal P _n is output to the braking hydraulic pressure control device 6.

Further, the braking hydraulic pressure control device 6 executes the control program shown in FIG. 4 so that the left wheel braking device 10 and the right wheel braking device 10 can operate in accordance with the braking command signal input from the following travel control device 5. The braking hydraulic pressure control of the present invention is performed to output a command for performing any one of pressure increasing, holding, and pressure reducing operations to each of the devices 11 so that the vehicle speed is reduced.

In the above, since the vehicle speed V of the own vehicle is obtained from the left and right driven wheel speeds, a wheel speed sensor as a vehicle speed detecting means is provided for each of the left and right front wheels, but in the vicinity of the transmission output shaft or the like. The cost may be reduced by providing only one sensor. Further, in the above, only one inter-vehicle distance sensor is provided, for example, at a predetermined position (central portion, etc.) on the front surface of the vehicle, but it is installed symmetrically at two predetermined positions on the front surface of the vehicle, for example. Not only the distance between cars and 2
It is also possible to detect the angular deviation in the traveling direction of the preceding vehicle and the own vehicle from the difference in the relative distances from the two inter-vehicle distance sensors, so that it is possible to cope with the turning of the preceding vehicle. Further, in the above, the wheel braking device is provided for each of the left and right rear wheels, and the turning moment of the vehicle can be generated by using different commands for the left and right wheels. It may be provided to reduce the cost.

FIG. 3 is a flow chart showing a control program for the braking / driving force control which is repeatedly executed by the follow-up running control device 5 at predetermined intervals. The subscripts of the symbols used below are n for the current sampling, n-1 for the previous sampling, and n + for the next sampling.
It shall be 1.

In FIG. 3, first, at step 101, the wheel speeds V _FL , V _FR read from the left and right wheel speed sensors 7, 8 are read.
Is used to calculate the vehicle speed V _n of the host vehicle by V _n = (V _FL + V _FR ) / 2, and in step 102, the inter-vehicle distance sensor 9 reads the inter-vehicle distance L _n from the preceding vehicle. In the next step 103, the current target vehicle speed V _n * is set as a function of the inter-vehicle distance L _n and the vehicle speed V _n of the own vehicle.

## EQU1 ## V _n * = f ₁ (L _n , V _n ) − (1) is used for setting. In the present embodiment, the time (hereinafter, inter-vehicle arrival time) T until the host vehicle reaches a constant inter-vehicle distance L _o with respect to the preceding vehicle is increased or decreased by increasing or decreasing the own vehicle speed V _n as the inter-vehicle distance is increased or decreased. In consideration of the fact that

[Number 2] _{V n * = (L n -L} 0) / T - (2) ( where, L _0; safe inter-vehicle distance when the vehicle is stopped) has set the current target vehicle speed V _n * using.

At the next step 104, the target vehicle speed V _n-1 * at the time of the previous sampling and the target vehicle speed V _{n + 1} * at the time of the next sampling are set from the target vehicle speed V _n * at the time of the previous sampling. . This setting calculates the rate of change of the target vehicle speed this time from the target vehicle speed of the previous sampling and the target vehicle speed of the current sampling, and estimates that the calculated rate of change of the target vehicle speed will continue in the next sampling. It sets the predicted target vehicle speed at the next sampling, and is a function of V _n-1 * and V _n *

## EQU00003 ## V _{n + 1} * = f ₂ (V _n-1 *, V _n *)-(3) is used for setting. In this embodiment, as the above function,

[Number 4] _{V n + 1 * = 2V n} * -V n-1 * - are used (4).

In the next step 105, the current sample
Target vehicle speed V_n* And own vehicle speed V _nSpeed deviation from and ΔV
_nIs calculated (ΔV_n= V_n* -V_n), Next step 1
At 06, ΔV_nAnd V_{n + 1}* From engine output control device
Drive command signal α to

## EQU5 ## α = Kp _eng ΔV _n + K i _eng ∫ΔV _n dt + f _eng (V _n , V _{n + 1} *)-(5) In the equation (5), the first term and the second term are feedback terms in PI control, and K
p _eng is a proportional gain and Ki _eng is an integral gain.

The third term is a feedforward term given to match the own vehicle speed V _n with the predicted target vehicle speed V _{n + 1} * at the next sampling, and is specifically as follows. calculate. First, the longitudinal acceleration G of the vehicle required to match the own vehicle speed V _n with the predicted target vehicle speed V _{n + 1} * at the next sampling is calculated by the following equation.

## EQU6 ## G = (V _{n + 1} * -V _n ) / ΔT (where ΔT; sampling time)-(6)

In order to realize this G, command values corresponding to vehicle weight, engine characteristics, etc. are necessary.
The command value α _{F / F1} corresponding to G is read from the map (stored in the memory (not shown)) illustrated in FIG. This command value α _{F / F1} increases as the longitudinal acceleration G increases. Further, in order to travel at a predetermined speed, the command value for maintaining the engine speed corresponding to the predetermined speed and the command value corresponding to the drag force such as running resistance at the predetermined speed are combined. Since the command value is necessary, the command value α _{F / F2} corresponding to V _{n + 1} * is read from the map (stored in the memory (not shown)) illustrated in FIG. The command value α _{F / F2} increases as the target vehicle speed V _{n + 1} * increases. Then, the command value α _{F / F1} and the command value α _{F / F2} are added to obtain the third term = f _eng (V _n , V _{n + 1} *).

At the next step 107, whether the drive command signal α to the engine output control device 4 is positive or negative is determined, and α>
When the acceleration request is 0, the control advances to step 108, where α
When the deceleration request is ≦ 0, the control advances to step 201 in FIG. In step 108, a braking fluid pressure reduction command is issued to the braking fluid pressure control device 6 in order to release braking contrary to the purpose of driving the vehicle, and in the next step 109, a drive instruction signal α is sent to the engine output control device 4. Output. As a result, the engine output control device 4 controls the throttle opening of the engine 3 to control the driving force. The follow-up running control device 5 corresponds to the target vehicle speed setting means and the predicted target vehicle speed setting means in steps 103 and 104, respectively, and corresponds to the braking / driving force control means and the braking / driving force prediction control means in steps 106 to 109, respectively. To do.

FIG. 4 is a flowchart showing a control program for the brake hydraulic pressure control executed by the brake hydraulic pressure control device 6 when step 107 of FIG. 3 becomes NO. In FIG. 4, first, in step 201, the engine output control device 4 is instructed to set α = 0 in order to cancel the increase in the driving force, which is contrary to the purpose of braking the driving wheels. Next step 202
Then, the target braking hydraulic pressure P _n is calculated from the speed deviation ΔV _n and the predicted target vehicle speed V _{n + 1} * at the next sampling by the following equation.

Equation 7] _{P n = -Kp brk ΔV n -Ki} brk ∫ΔV n dt + f brk (V n, V n + 1 *) - (7) In this equation (7), the first term and the second term PI Kp _brk is a proportional gain, and Ki _brk is an integral gain.

The third term is a feedforward term given to match the own vehicle speed V _n with the predicted target vehicle speed V _{n + 1} * at the next sampling, and is specifically as follows. calculate. First, the longitudinal acceleration G of the vehicle required to match the own vehicle speed V _n with the predicted target vehicle speed V _{n + 1} * at the time of the next sampling is calculated by the aforementioned equation (6). In this case, the value of G becomes negative, so G represents the forward / backward deceleration. Since the front-rear deceleration G is proportional to the braking force, it also has a proportional relationship to the target braking hydraulic pressure. Therefore, V _{n is set} to V _{n + 1} * by multiplying the calculated front-rear deceleration G by a predetermined proportional gain. The target braking fluid pressure required to make them coincide with each other is defined as the third term = f _brk (V _n , V
_{n + 1} *).

At the next step 203, the current braking fluid pressure is calculated.
Is the previous calculated value P_n-1 Assuming that
_n-1 And this time calculated value P_nAnd the deviation Δp is calculated (ΔP = P
_n−P _n-1), Whether or not ΔP is 0 in the next step 204
To judge. In this determination, if ΔP = 0, the current
Current braking fluid pressure P_n-1 Is the target current braking fluid pressure P_nMatches
Since this is an ideal state, control proceeds to step 205.
Then, the command to hold the braking fluid pressure is issued. On the other hand, ΔP must be 0
Then, in step 206, the sign of ΔP is determined.

If ΔP is positive in this determination, the control advances to step 207 to increase the pressure increasing time t _up to t _up = f _up.
(ΔP), and at step 208 t _up (se
During c), the brake fluid pressure control device 6 is moved to the left and right wheel braking device 1
A pressure increase command is issued to 0 and 11. In addition, the above step 206
If ΔP is negative in the determination of, control is performed in step 20.
9, the decompression time t _dn is calculated by t _dn = f _dn (ΔP), and in step 210, during the t _dn (sec), the braking fluid pressure control device 6 sends a decompression command to the left and right wheel braking devices 10, 11. To do. Then, in step 211 following steps 205, 208, and 210, the current calculated value P is set for the next control.
_The braking fluid pressure is updated by substituting _n into the previously calculated value P _n-1 . The braking fluid pressure control device 6 corresponds to the braking / driving force control means and the braking / driving force prediction control means in step 202.

Next, the operation of this embodiment will be described with reference to FIGS. 7 and 8 in comparison with the conventional example. FIG. 7 shows an example when the vehicle is accelerating (driving), and FIG. 8 shows an example when the vehicle is decelerating (during braking). For example, the target vehicle speed V _n *
In the conventional example in which only the feedback control is performed in a situation where the value increases (FIG. 7) or decreases (FIG. 8) as indicated by the dotted line in the figure, when the feedback gain is reduced to suppress the control hunting, the vehicle speed V _n becomes As shown by the alternate long and short dash line in the figure, the responsiveness to the change in the target vehicle speed of the own vehicle speed deteriorates and the riding comfort deteriorates. On the other hand, when the feedback gain is increased for the purpose of improving the response, control hunting occurs as shown by the solid line in FIG. On the other hand, in the present embodiment, a combination of feedback and feedforward control, for performing the braking and driving force control by a command including a command value using the next prediction target vehicle speed, the vehicle speed V _n is shown a solid line As a result, the responsiveness to changes in the target vehicle speed of the host vehicle speed is improved and hunting is suppressed. The reason will be described in detail below.

First, in the present embodiment, the rate of change of the target vehicle speed at the current sampling is calculated from the target vehicle speed at the previous sampling and the target vehicle speed at the current sampling, and the rate of change is set as the predicted target vehicle speed at the next sampling. Since this is used, it is possible to set the predicted target vehicle speed with higher accuracy than in the case of adopting the method of setting the predicted target vehicle speed at the next sampling using the longitudinal acceleration of the vehicle at this sampling. Therefore, by using the predicted target vehicle speed obtained by the method of the present embodiment and calculating a feedforward term that matches the own vehicle speed at the next sampling, the feedforward term using the longitudinal acceleration of the vehicle at this sampling is used. Command signals of appropriate driving force and braking force can be obtained as compared with the case where the forward term is calculated.

Secondly, when the target vehicle speed is changing in the increasing direction by adding a feedforward term for making the vehicle speed of the own vehicle match at the next sampling, to the command signal of the driving force control and the braking force control. A command signal for obtaining the braking force when the force is obtained and the target vehicle speed is changing in the decreasing direction is preliminarily given to the engine output control device 4 or the braking hydraulic pressure control device 6. When a target vehicle speed is high, a large driving force is obtained by adding a feedforward term corresponding to running resistance for traveling at the predicted target vehicle speed at the next sampling to the command signal of the driving force control and the braking force control. When the target vehicle speed is low, a command signal that gives a small driving force is
The engine output control device 4 or the braking hydraulic pressure control device 6 is instructed in advance.

As a result, as shown in FIG. 7 and FIG.
The following effects can be obtained. (A) By the control using the command signal, the responsiveness of the own vehicle speed to the change of the target vehicle speed is improved. (B) By including the feedforward term and the feedback term in the command signals to the engine output control device 4 and the braking hydraulic pressure control device 6, rough control is shared by the feedforward control, and the target vehicle speed relative to the own vehicle speed. The detailed control for converging the deviation between and is shared by the feedback control, so that the hunting of the control by the feedback term is suppressed. (C) A feedforward term is calculated in consideration of a command value corresponding to running resistance or the like for traveling at the target vehicle speed and a command value for maintaining the engine speed, and the calculated feedforward term is calculated by the engine output control device 4 and the braking. Since it is added to the command signal to the hydraulic pressure control device 6, the steady deviation of the vehicle speed from the target vehicle speed is reduced.

Although the engine output control device 4 controls the driving force in the above embodiment, the CS
D, one or more of left / right torque split system, front / rear driving force distribution control (ETS), electronically controlled automatic transmission, CVT, ECCS for performing fuel cut control and ignition retard control, lockup control of automatic transmission, etc. May be used.

[0032]

As described above, according to the vehicle travel control device of the first aspect of the present invention, the target vehicle speed is determined based on the positional relationship between the object and the vehicle detected by the positional relationship detecting means. When the braking / driving force control means controls the braking / driving force of at least one of the front and rear wheels based on the target vehicle speed of the own vehicle set by the setting means and the vehicle speed of the own vehicle detected by the vehicle speed detection means, the target vehicle speed The predicting means calculates the change rate of the target vehicle speed this time from the target vehicle speed at the previous sampling time and the target vehicle speed at the current sampling time, and estimates that the calculated change rate of the target vehicle speed will continue at the next sampling time. The predicted target vehicle speed at the next sampling is set, and the braking / driving force prediction control means determines at least one of the front and rear wheels based on the vehicle speed of the host vehicle and the predicted target vehicle speed at the next sampling set by the target vehicle speed prediction means. To control the braking and driving force. As a result, control is performed so that the driving force is obtained when the change in the target vehicle speed is in the acceleration state, and the braking force is obtained when the change in the target vehicle speed is in the deceleration state. As shown in FIG. The responsiveness of the vehicle speed to changes in the vehicle speed is improved, and hunting of the control system is suppressed.

[Brief description of drawings]

FIG. 1 is a conceptual diagram of a vehicle travel control device of the present invention.

FIG. 2 is a system diagram showing the configuration of a vehicle equipped with the vehicle travel control device of the first embodiment of the present invention.

FIG. 3 is a flow chart showing a control program for braking / driving force control that is repeatedly executed by the follow-up running control device at predetermined intervals in the same example.

FIG. 4 is a flowchart showing a control program for braking hydraulic pressure control executed by a braking hydraulic pressure control device in the same example.

FIG. 5 is a diagram illustrating a map used to calculate a control command value in the same example.

FIG. 6 is a diagram illustrating a map used to calculate a control command value in the same example.

FIG. 7 is a diagram for explaining the operation of the same example.

FIG. 8 is a diagram for explaining the operation of the same example.

FIG. 9 is a diagram for explaining braking / driving force control of the present invention.

FIG. 10 is a diagram for explaining the operation of the conventional example.

FIG. 11 is a diagram for explaining the operation of the conventional example.

[Explanation of symbols]

 1L, 1R left and right front wheels 2L, 2R left and right rear wheels 3 engine 4 engine output control device (braking / driving force control means) 5 follow-up running control device 6 braking hydraulic pressure control device 7, 8 wheel speed sensor (vehicle speed detection means) 9 inter-vehicle distance Sensor (Position Relation Detection Means) 10 Left Wheel Braking Device 11 Right Wheel Braking Device

Claims (2)

[Claims] 1. A positional relationship detecting means for detecting a positional relationship between an object moving relative to the own vehicle and the own vehicle, and a target vehicle speed of the own vehicle based on the positional relationship detected by the positional relationship detecting means. Target vehicle speed setting means for setting, vehicle speed detecting means for detecting the vehicle speed of the own vehicle, and braking / driving force control means for controlling the braking / driving force of at least one of the front and rear wheels based on the vehicle speed of the own vehicle and the target vehicle speed. A vehicle travel control device that calculates the change rate of the target vehicle speed this time from the target vehicle speed at the previous sampling and the target vehicle speed at the current sampling, and the calculated change rate of the target vehicle speed continues at the next sampling. And a predicted target vehicle speed setting means for setting a predicted target vehicle speed at the time of the next sampling, and based on the vehicle speed of the own vehicle and the predicted target vehicle speed at the next sampling, the front and rear wheels are at least reduced. One control for controlling the driving force longitudinal force predictive control means and the vehicle running control apparatus characterized by comprising comprises a. 2. The braking / driving force prediction control means calculates the required longitudinal acceleration of the vehicle based on the vehicle speed of the current vehicle and the predicted target vehicle speed at the next sampling, and obtains the calculated longitudinal acceleration. A control command value corresponding to the braking / driving force required for outputting the control command value by the braking / driving force control means and the control command by the braking / driving force prediction control means is output. The vehicle travel control device according to claim 1, wherein the vehicle speed of the host vehicle is controlled using a control command value including a value.