WO2014057648A1

WO2014057648A1 - Vehicle travel assist apparatus

Info

Publication number: WO2014057648A1
Application number: PCT/JP2013/005954
Authority: WO
Inventors: 一馬大浦; 敬太岩崎; 卓馬鈴木
Original assignee: 日産自動車株式会社
Priority date: 2012-10-12
Filing date: 2013-10-07
Publication date: 2014-04-17

Abstract

Provided is a vehicle travel assist apparatus that continuously enables smooth travel of a vehicle as if traveling on a flat road even when the driver's intension for acceleration/deceleration is changed rapidly. A normative vehicle model (10), during normal travel in which the driver operates an accelerator pedal, a brake pedal, and the like to accelerate or decelerate, implements acceleration/deceleration control such that a normative vehicle speed (Vc) and an actual vehicle speed (Vd) correspond to each other. Upon transition to constant speed travel control such that the vehicle speed is controlled automatically regardless of driver operation following an operation involving a rapid change in an estimated value (Ge), the normative vehicle model corrects the normative vehicle speed (Vc) used for the constant speed travel control to approach the actual vehicle speed (Vd) by using a correction amount (Gr) that is supplied from a correction amount calculation unit (6C) and that is in accordance with the magnitude of a deviation between the normative vehicle speed and the actual vehicle speed (Vd).

Description

Vehicle travel support device

The present invention relates to a technique for continuously realizing smooth traveling such that a vehicle travels on a flat road even when a driver's accelerator operation or braking operation that causes a sudden change in the driver's acceleration / deceleration request occurs.

As a conventional apparatus related to the present invention, for example, there is a constant speed traveling control apparatus described in Patent Document 1. That is, the constant speed traveling control device described in Patent Document 1 uses the vehicle speed at the time when the start command for constant speed traveling control is instructed as the target vehicle speed, and the actual vehicle speed is automatically set to the target vehicle speed during the constant speed traveling control. In the case of control to match, a dead zone is set in which the target vehicle speed is not changed even if the driver depresses the accelerator pedal, and the target vehicle speed is maintained while the amount of depression of the accelerator pedal is changing within the dead zone. When the accelerator pedal is depressed or the accelerator pedal is released beyond the dead zone, the driver estimates that the driver intends to accelerate or decelerate, and changes the target vehicle speed according to the amount of depression of the accelerator pedal. The actual vehicle speed is increased or decreased.
With such a configuration, the driver can perform constant speed control even with the foot on the accelerator pedal, so the driver intends to accelerate while preventing a delay in the depression of the brake pedal when performing a sudden stop. It was said that the difference from the operation during normal traveling can be reduced by appropriately dealing with cases.

Japanese Patent No. 4103814

However, the above-described conventional constant speed traveling control device simply performs control to make the actual vehicle speed coincide with the target vehicle speed. For this reason, if an operation that causes the driver's acceleration / deceleration intention to change suddenly is performed on an operation unit that inputs a request for acceleration / deceleration of the vehicle, such as an accelerator pedal or a brake pedal, the change in the target vehicle speed corresponding to the operation is changed. There was an unsolved problem that the actual vehicle behavior could not be followed and the vehicle behavior was contrary to the driver's intention of acceleration / deceleration.
The present invention has been made paying attention to such an unsolved problem in the conventional constant speed travel control device, and the vehicle travels on a flat road even when the driver's intention of acceleration / deceleration suddenly changes. An object of the present invention is to provide a vehicular driving support device that can continuously realize smooth running.

In order to solve the above-described problem, a vehicle travel support apparatus according to an aspect of the present invention provides a target vehicle speed (or a control target value related to acceleration / deceleration control of a vehicle based on an acceleration / deceleration request value indicating an acceleration / deceleration request of a driver (or Target acceleration) is calculated, and the actual vehicle speed (or actual acceleration) of the vehicle having the same physical quantity as the target vehicle speed (or target acceleration) is estimated or detected. Then, during normal driving in which the driver operates the accelerator pedal, the brake pedal, or the like to perform acceleration / deceleration, acceleration / deceleration control is performed so that the target vehicle speed (or target acceleration) matches the actual vehicle speed (or actual acceleration). On the other hand, after an operation that causes the acceleration / deceleration request value to change suddenly, when the vehicle shifts to constant speed traveling control that automatically controls the vehicle speed regardless of the driver's operation, the target vehicle speed (or target acceleration) and the actual vehicle speed (or actual vehicle speed) The target vehicle speed (or target acceleration) used for constant speed traveling control is corrected so as to approach the actual vehicle speed (or actual acceleration) with a correction amount corresponding to the magnitude of the deviation from the acceleration).

According to the present invention, even if the driver's intention for acceleration / deceleration suddenly changes, the target vehicle speed (or target speed) is corrected with an amount of correction corresponding to the deviation between the target vehicle speed (or target acceleration) and the actual vehicle speed (or actual acceleration). (Acceleration) can be corrected so as to approach the actual vehicle speed (or actual acceleration). Therefore, even if the driver's intention for acceleration / deceleration suddenly changes, constant speed running control can be performed so that the vehicle behavior becomes closer to the driver's intention for acceleration / deceleration compared to the case where no correction is made. It is done.

It is a conceptual diagram which shows schematic structure of the motor vehicle 1 in 1st Embodiment. It is a block diagram which shows the whole structure of the system of 1st Embodiment. It is a figure which shows an example of the map data of the driver acceleration / deceleration request value (estimated value Ge) with respect to the accelerator operation amount of 1st Embodiment. It is a block diagram which shows an example of the specific function structure of the correction amount calculation part of 1st Embodiment. It is a timing chart which shows an example of a time change of correction processing operation flag Fra to change of estimated value Ge of a driver acceleration / deceleration demand value by driver's accelerator operation of a 1st embodiment. It is a figure which shows an example of the correction amount map of 1st Embodiment. It is the block diagram which made the flow of the signal of 1st Embodiment visible. It is a block diagram which shows the structure of the normative vehicle model of 1st Embodiment. It is a wave form diagram which shows the time change of each value in 1st Embodiment. It is a flowchart which shows an example of the process sequence of the correction process action flag setting process of 1st Embodiment. It is a flowchart which shows an example of the process sequence of the acceleration / deceleration control process of 1st Embodiment. (A) and (b) are an estimated value (driver acceleration / deceleration request value) Ge, a standard vehicle speed (target vehicle speed) Vc, and a vehicle speed detection signal (actual vehicle speed) Vd according to the accelerator operation of the prior art and the first embodiment. It is a wave form diagram which shows each time change. It is a conceptual diagram which shows schematic structure of the motor vehicle 1 in 2nd Embodiment. It is a block diagram which shows the whole structure of the system of 2nd Embodiment. It is a block diagram which shows the function structure of 6 C of correction amount calculation parts of 2nd Embodiment. It is a timing chart which shows an example of a time change of correction processing operation flag Frb with respect to change of driver acceleration / deceleration demand value Ge by driver's brake operation of a 2nd embodiment. (A) is a figure which shows an example of the correction amount map corresponding to accelerator operation of 2nd Embodiment, (b) is a figure which shows an example of the correction amount map corresponding to brake operation of 2nd Embodiment. is there. It is a wave form diagram which shows the time change of each value in 2nd Embodiment. (A) and (b) are an estimated value (driver acceleration / deceleration request value) Ge, a reference vehicle speed (target vehicle speed) Vc, and a vehicle speed detection signal (actual vehicle speed) corresponding to the driver's brake operation according to the prior art and the second embodiment. ) It is a waveform diagram showing each time change of Vd. (A) is a figure which shows an example of the correction amount map which has a dead zone corresponding to the accelerator operation of 3rd Embodiment, (b) is the correction amount map which has a dead zone corresponding to the brake operation of 3rd Embodiment. It is a figure which shows an example. It is a figure which shows 6 C of correction amount calculation parts of 4th Embodiment. It is a timing chart which shows an example of the time change of the 2nd correction process operation flag Fra with respect to the change of the estimated value Ge of the driver acceleration / deceleration request value by the accelerator operation of the driver of 4th Embodiment. It is a figure which shows the 1st example of the correction amount map corresponding to the 2nd correction process of 4th Embodiment. It is a figure which shows the 2nd example of the correction amount map corresponding to the 2nd correction process of 4th Embodiment. It is a flowchart which shows an example of the process sequence of the 2nd correction process operation flag setting process of 4th Embodiment. It is a flowchart which shows an example of the process sequence of the acceleration / deceleration control process in 4th Embodiment. (A) and (b) are an estimated value (driver acceleration / deceleration request value) Ge, a reference vehicle speed (target vehicle speed) Vc, and a vehicle speed detection signal (actual vehicle speed) Vd according to the accelerator operation of the prior art and the fourth embodiment. It is a wave form diagram which shows each time change. It is a block diagram which shows the function structure of 6 C of correction amount calculation parts of 5th Embodiment. It is a figure which shows an example of the correction gain map 15A corresponding to the actual vehicle speed Vd of 5th Embodiment. It is a figure which shows an example of the correction gain map 15B corresponding to the absolute value of estimated value Ge of 5th Embodiment. It is a figure which shows an example of the correction amount map which changes for every model of a drive device.

Embodiments of the present invention will be described below.
(First embodiment)
(Constitution)
FIG. 1 is a diagram showing an overall configuration of a first embodiment of the present invention, and is a conceptual diagram showing a model of an automobile 1 to which a vehicular travel support apparatus according to the present invention is applied.
The vehicle 1 in the present embodiment is an electric vehicle having an electric motor 2 as a drive source, and is connected to a transmission 3 to which a driving force output from the electric motor 2 is input and to an output side of the transmission 3. A drive shaft 4 extending in the width direction and left and

right drive wheels

5 and 5 provided at both ends of the drive shaft 4 are provided, and the drive of the electric motor 2 transmitted to the drive shaft 4 via a transmission is provided. The force is transmitted to the

drive wheels

5 and 5.

The vehicle 1 also detects a vehicle speed sensor 7 that detects a vehicle speed (actual vehicle speed) based on the number of rotations of the drive wheels 5, an accelerator pedal 8 that can be depressed by the driver, and a depression amount of the accelerator pedal 8. And an accelerator operation detecting device 9 for performing the operation. The controller 6 is supplied with a vehicle speed detection signal Vd output from the vehicle speed sensor 7 and an accelerator operation detection signal Ad output from the accelerator operation detection device 9.

The controller 6 includes a CPU, a driver circuit, and the like (not shown). The controller 6 performs arithmetic processing to be described later on the electric motor 2 based on the supplied vehicle speed detection signal Vd and accelerator operation detection signal Ad. A command current Iout is output to control the rotation direction and driving force. In this embodiment, the electric motor 2 generates a driving force of the automobile 1 and also generates a braking force by regeneration. That is, although the electric motor 2 functions as a braking / driving actuator, a mechanical braking device that generates a braking force due to friction with respect to the driving wheel 5 and a driven wheel (not shown) separately from the braking force due to regeneration. A regenerative brake by the electric motor 2 and a mechanical brake device may be used in combination.

FIG. 2 is a block diagram showing an overall functional configuration of the first embodiment.
That is, as shown in FIG. 2, the controller 6 includes a driver acceleration / deceleration request estimation unit 6A, a command value calculation unit 6B, a correction amount calculation unit 6C, a vehicle speed servo 6D, and an adder 6E. .
The driver acceleration / deceleration request estimation unit 6A is configured to obtain an estimated value of acceleration requested by the driver of the automobile 1 based on the accelerator operation detection signal Ad supplied from the accelerator operation detection device 9.

Here, FIG. 3 is a diagram illustrating an example of map data of a driver acceleration / deceleration request value (estimated value Ge) with respect to the accelerator operation amount.
In the present embodiment, as shown in FIG. 3, map data of the estimated value Ge with respect to the magnitude (accelerator operation amount) of the accelerator operation detection signal Ad is prepared in advance. Then, the driver acceleration / deceleration request estimation unit 6A reads an estimated value Ge corresponding to the magnitude of the accelerator operation detection signal Ad from the map data.
In the example shown in FIG. 3, the map data of the estimated value Ge monotonously increases with respect to the accelerator operation amount, becomes the minimum value 0 when the accelerator operation amount is 0, and increases as the accelerator operation amount increases. Asymptotically.

The method of obtaining the estimated value Ge is not limited to this. For example, the estimated value Ge of the acceleration requested by the driver is obtained by multiplying the magnitude of the accelerator operation detection signal Ad by a predetermined gain. It is also possible. Further, for example, it can be obtained in proportion to the square of the accelerator operation detection signal Ad, or can be obtained based on the absolute value of the accelerator operation detection signal Ad and its change amount (differential value). is there. However, considering the driver who is accustomed to the driving characteristics of the vehicle using the internal combustion engine as the driving source, the estimated value Ge should be set to a characteristic that causes a slight delay with respect to the change in the accelerator operation detection signal Ad. In this embodiment, such a delay component is set.

Further, when the driver is operating the accelerator pedal 8, the driver acceleration / deceleration request estimation unit 6A constantly updates the estimated value Ge corresponding to the accelerator operation detection signal Ad indicating the opening degree of the accelerator pedal 8 at that time. Output. On the other hand, the driver acceleration / deceleration request estimation unit 6A determines that the driver intends to start constant speed running control that automatically controls the vehicle speed regardless of his / her operation when the driver removes his / her foot from the accelerator pedal 8. Then, the estimated value Ge set immediately before the separation (a predetermined time before) is held. Here, in order to shift to the constant speed traveling control, the automobile 1 needs to travel at a certain speed. In order to satisfy this speed condition, a lower limit value Th3 (this embodiment) is a value indicating that the estimated value Ge is not more than a threshold value Th1 set in advance according to the speed condition and that there is no driver acceleration / deceleration request. Then, it is necessary to shift to 0).

In the case of an automobile having a configuration in which the driver notifies the system side of the start of constant speed traveling control by operating a switch provided on the steering wheel, the driver is fixed when the switch is operated. It may be determined that the start of the high-speed driving control is intended, and the estimated value Ge at that time may be held.
The estimated value Ge obtained by the driver acceleration / deceleration request estimation unit 6A and the vehicle speed detection signal Vd supplied from the vehicle speed sensor 7 are supplied to the correction amount calculation unit 6C. Further, the estimated value Ge obtained by the driver acceleration / deceleration request estimation unit 6A is supplied to the correction amount calculation unit 6C.

The command value calculation unit 6B executes a predetermined calculation process based on the supplied estimated value Ge and the vehicle speed detection signal Vd and the correction amount Gr supplied from the correction amount calculation unit 3C, so that the current vehicle 1 A reference vehicle speed Vc, which is the optimum traveling speed, is obtained. In addition, the command value calculation unit 6B calculates a vehicle speed command value Vout based on a vehicle speed difference (Vd−Vc) that is a difference between the vehicle speed detection signal Vd representing the current traveling speed (actual vehicle speed) and the reference vehicle speed Vc. It is designed to output.
The vehicle speed command value Vout obtained by the command value calculation unit 6B is supplied to the correction amount calculation unit 6C and the vehicle speed servo 6D, respectively.

The correction amount calculation unit 6C monitors the supplied estimated value Ge and, when detecting that the estimated value Ge has changed suddenly, obtains a correction amount Gr corresponding to the magnitude of the supplied vehicle speed command signal Vout. Then, the correction amount Gr obtained by the correction amount calculation unit 6C is supplied to the command value calculation unit 6B.
The vehicle speed servo 6D generates and outputs an assist torque Gout, which is a control command value as acceleration, based on the vehicle speed command value Vout supplied from the command value calculation unit 6B.
The adder 6E adds the supplied estimated value Ge and the assist torque Gout and outputs it as a command current Iout for the electric motor 2.

FIG. 4 is a block diagram illustrating an example of a specific functional configuration of the correction amount calculation unit.
As shown in FIG. 4, the correction amount calculation unit 6 C includes a correction processing operation flag setting unit 12, a correction amount determination unit 13, and a correction amount map 14.
The correction processing operation flag setting unit 12 monitors a change in the supplied estimated value Ge, and the estimated value Ge is a threshold value Th2 (Th2>) that is a preset value within a numerical range when there is a driver acceleration / deceleration request. (Th1) When it is determined that the value has suddenly changed from the above value to the lower limit value Th3, which is a value indicating a state in which the driver does not request acceleration / deceleration, the correction processing operation flag Fra is set to the set state only for the operation time ta. In other cases, the correction processing operation flag Fra is set to a non-set state.

Here, the correction process operation flag Fra performs a correction process for correcting the reference vehicle speed Vc with a correction amount corresponding to the vehicle speed difference (Vout) during the set state period, and performs the correction process during the non-set state period. It is a flag that prevents implementation.
In addition, the sudden change means that the estimated value Ge changes from a state where the threshold value Th2 is equal to or greater than the threshold value Th2 to a state where the threshold value Th3 is equal to or less than a preset change time upper limit value tc (tc> 0). Say. The change time upper limit value is set in advance based on, for example, the time change of the estimated value Ge when the driver suddenly lifts his or her foot from the state where the accelerator is depressed.

FIG. 5 is a timing chart showing an example of a time change of the correction processing operation flag Fra with respect to a change in the estimated value Ge of the driver acceleration / deceleration request value by the driver's accelerator operation.
Specifically, as shown in FIG. 5, the correction processing operation flag setting unit 12 has suddenly changed from the state where the estimated value Ge is equal to or higher than the threshold Th2 to the lower limit Th3 by the operation of the accelerator pedal 8 of the driver. Is determined, the correction processing operation flag Fra is set to the set state only for the operation time ta [seconds].
That is, in the example shown in FIG. 5, the estimated value Ge becomes “0” at the time t 1 from the state where the driver depresses the accelerator pedal 8 so that the estimated value Ge equal to or greater than the threshold Th 2 is output. FIG. 4 shows a state where the accelerator pedal 8 is suddenly released. Further, the correction processing operation flag Fra is shown in the set state only during the operation time ta from time t1 to time t2.

The correction amount determination unit 13 determines the magnitude of the vehicle speed command value Vout (reference vehicle speed Vc−actual vehicle speed Vd) supplied from the command value calculation unit 6B from the correction amount map 14 when the correction amount operation flag Fra is set. The correction amount Gr corresponding to is read. The read correction amount Gr is supplied to the command value calculation unit 6B.
The correction amount map 14 is map data composed of a correction amount of the reference vehicle speed Vc set in advance according to the magnitude of the vehicle speed command value Vout. The correction amount map 14 is stored and held in advance in a memory such as a ROM (not shown) provided in the controller 6.

FIG. 6 is a diagram illustrating an example of the correction amount map of the present embodiment.
In the present embodiment, as shown in FIG. 6, the correction amount map 14 indicates that the correction amount Gr approaches a1 as the vehicle speed command value Vout ranges from “0” to a preset positive value a1. It increases non-linearly in the negative direction until reaching a preset negative maximum value b1. When the vehicle speed command value Vout exceeds a1, the correction amount Gr has a characteristic that becomes constant at the negative maximum value b1. Further, the correction amount map 14 indicates that the correction amount Gr becomes a preset positive maximum value b2 as the correction amount Gr approaches a2 in the range of the vehicle speed command value Vout from “0” to the preset negative value a2. It increases non-linearly in the positive direction until When the vehicle speed command value Vout exceeds a2, the correction amount Gr has a characteristic that becomes constant at the positive maximum value b2.

For example, when the driver suddenly lifts his or her foot from the accelerator pedal 8 while the vehicle 1 is climbing a steep uphill, the accelerator pedal 8 is greatly depressed. The reference vehicle speed Vc corresponding to the estimated value Ge is set as the target vehicle speed for constant speed traveling control. In such a case, since the actual vehicle speed Vd is lower than the reference vehicle speed Vc, acceleration control is performed even though the driver intends to stop acceleration and removes his / her foot from the accelerator pedal 8. This acceleration behavior contrary to the driver's intention to stop acceleration gives the driver a sense of incongruity.

Therefore, in the present embodiment, when the estimated value Ge changes suddenly, as shown in the correction amount map 14 of FIG. 6, the reference vehicle speed Vc is the actual vehicle with the correction amount Gr having a magnitude corresponding to the magnitude of the vehicle speed command value Vout. The reference vehicle speed Vc is corrected so as to approach the speed Vd. As a result, the deviation between the actual vehicle speed Vd and the reference vehicle speed Vc is reduced, and the actual vehicle speed Vd is likely to converge to the reference vehicle speed Vc. Therefore, it is possible to suppress the occurrence of acceleration that is not intended by the driver.
Note that an appropriate correction amount map 14 is created in advance corresponding to the vehicle type based on the vehicle specifications of the automobile 1, the sensory test of the driver, and the like. In particular, the values a1, a2, b1, and b2 shown in FIG. 6 are created in consideration of the difference in feeling when the driver accelerates and decelerates through a running test or the like.
Further, as shown in FIG. 6, in the correction amount map 14, the curve L1 on the a1 and b1 side and the curve L2 on the a2 and b2 side are asymmetric with respect to “0”. This is because the driver feels differently on the deceleration side and the acceleration side.

FIG. 7 is a block diagram showing the system configuration of the present embodiment so that the flow of each signal can be seen as a whole. The command value calculation unit 6B determines the reference vehicle speed Vc based on the estimated value Ge and the correction amount Gr. The figure shows that it is composed of a reference vehicle model 10 to be calculated and a subtractor 11 for calculating a difference (Vd−Vc) between the vehicle speed detection signal Vd and the reference vehicle speed Vc.
In the present embodiment, the reference vehicle model 10 for calculating the reference vehicle speed Vc is configured as shown in FIG.

That is, the reference vehicle model 10 includes a rolling resistance component storage unit 10a that stores a rolling resistance component R1 that is a predetermined constant value, and an air resistance component setting unit 10b that sets the air resistance component R2 based on the reference vehicle speed Vc. And.
The air resistance component setting unit 10b calculates an air resistance component R2 that increases according to the vehicle speed by multiplying the square value (Vc2) of the reference vehicle speed Vc by a fixed gain K.
Since both the rolling resistance component R1 and the air resistance component R2 are disturbance components that act in the direction of reducing the traveling speed of the vehicle, their signs are negative opposite to the estimated value Ge.
The rolling resistance component R1 and the air resistance component R2 are supplied to the

selection units

10c and 10d, respectively.

On the other hand, in addition to the rolling resistance component R1 and the air resistance component R2, “0” is supplied to each of the

selection units

10c and 10d. Further, the flag Fa is supplied from the accelerator OFF flag setting unit 10e to each of the

selection units

10c and 10d. Here, the flag Fa is a flag that is set when the accelerator pedal 8 corresponding to the accelerator operation unit is not operated in the present embodiment, and is not set when the accelerator pedal 8 is operated.

Each of the

selection units

10c and 10d outputs a rolling resistance component R1 and an air resistance component R2 when the flag Fa is in a non-set state, and outputs “0” when the flag Fa is in a set state. ing. That is, when the flag Fa is not set, the

selection units

10c and 10d output the rolling resistance component R1 and the air resistance component R2 supplied from the rolling resistance component storage unit 10a and the air resistance component setting unit 10b as they are, After the flag Fa is set, regardless of the values of the rolling resistance component R1 and the air resistance component R2 supplied from the rolling resistance component storage unit 10a and the air resistance component setting unit 10b, the rolling resistance component R1 and the air The resistance component R2 is forcibly reset to “0” before being output.

The outputs of the

selectors

10c and 10d are supplied to the adder 10f together with the estimated value Ge and the correction amount Gr.
That is, the adder 10f adds the estimated value Ge, the correction amount Gr, and the outputs of the

selection units

10c and 10d. However, when the rolling resistance component R1 and the air resistance component R2 are output from the

selection units

10c and 10d, the signs of the rolling resistance component R1 and the air resistance component R2 are negative. In addition, in the present embodiment, when the correction amount Gr is output from the correction amount calculation unit 6C, the correction amount Gr is also negative. For this reason, the calculation in the adder 10f is Ge− (Gr + R1 + R2) when considering the sign, so that the adder 10f substantially functions as a subtractor. When the flag Fa is in the set state, the

selectors

10c and 10d output “0”, and the output of the adder 10f is (Ge−Gr). When the flag Fa is in the set state and the correction processing operation flag Fra is in the non-set state, the output of the adder 10f is the estimated value Ge itself.

The reference vehicle model 10 further includes a divider 10g and an integrator 10h. The divider 10g calculates the target acceleration Gc by dividing the output value of the adder 10f by the mass M of the automobile 1. The integrator 10h integrates the target acceleration Gc supplied from the divider 10g. Thus, the reference vehicle speed Vc as the target vehicle speed is calculated.
The reference vehicle speed Vc output from the integrator 10h is supplied to the air resistance component setting unit 10b and also supplied to the subtractor 11 of FIG. 7 as an output of the reference vehicle model 10.

FIG. 9 is a waveform diagram showing an example of the time change of each value, and shows each of the accelerator operation detection signal Ad, the estimated value Ge, the flag Fa, the rolling resistance component R1, and the air resistance component R2. Note that the rolling resistance component R1 and the air resistance component R2 have negative signs, but are shown as absolute values in FIG.
FIG. 9 shows that the amount of depression of the accelerator pedal 8 by the driver is substantially constant from time t0 to time t1, and the amount of depression of the accelerator pedal 8 is gradually decreased from around time t1, and the accelerator is depressed at time t2. A state where the foot is completely removed from the pedal 8 is shown.
In this case, after the time t1 is exceeded, the estimated value Ge decreases with a tendency to be slightly delayed with respect to the change in the accelerator operation detection signal Ad. However, when the driver completely removes the foot from the accelerator pedal 8 at time t2. The estimated value Ge is also 0.

The driver acceleration / deceleration request estimation unit 6A determines that the driver intended to start the constant speed traveling control at time t2, and estimates the estimated value Ge immediately before the time t2, and the estimated value for constant speed traveling control after time t2. Hold as Ge ′.
The flag Fa is in a non-set state until time t2, and is set when time t2 is reached.
The rolling resistance component R1 has a constant value stored in the rolling resistance component storage unit 10a until time t2, but becomes 0 after reaching time t2.
Similarly, the air resistance component R2 has a value proportional to the square of the reference vehicle speed Vc until time t2, but becomes 0 after time t2.

Since the accelerator operation detection signal Ad is at a certain level between time t0 and time t1, the reference vehicle speed Vc gradually increases even if the rolling resistance component R1 and the air resistance component R2 are affected. Yes. In addition, since the inertial force is applied to the standard vehicle speed Vc as in the case of an actual vehicle due to the low-pass filter characteristic indicated by the integrator 10h, the standard vehicle speed Vc is not changed for a while even after the time t1. It continues to increase during the period.
However, after reaching the time t2, the estimated value Ge ′ held at the time t1 is input to the adder 10f, and the rolling resistance component R1 and the air resistance component R2 are both 0, so the reference vehicle speed Vc Is a constant value.

(Correction processing operation flag setting processing)
Next, based on FIG. 10, the processing procedure of the correction process operation flag setting process executed by the correction amount calculation unit 6C will be described. FIG. 10 is a flowchart illustrating an example of a processing procedure of the correction processing operation flag setting processing. Note that the processing of FIG. 10 is repeatedly executed in synchronization with a preset sampling clock.
When the dedicated program is executed in the controller 6 and the correction processing operation flag setting process is executed in the correction amount calculation unit 6C, first, the process proceeds to step S100 as shown in FIG.
In step S100, the correction processing operation flag setting unit 12 of the correction amount calculation unit 6C determines whether or not the correction processing operation flag Fra is set. If it is determined that the correction processing operation flag Fra is in the set state (Yes), the process proceeds to step S102, and if it is not (No), the process proceeds to step S108.

When the process proceeds to step S102, the correction process operation flag setting unit 12 increments the count value for measuring the operation time ta by 1, and the process proceeds to step S104.
In step S104, the correction process operation flag setting unit 12 determines whether or not the period during which the correction process operation flag is set has passed ta seconds. If it is determined that the time has elapsed (Yes), the process proceeds to step S106. If it is determined that this is not the case (No), the series of processing ends.
When the process proceeds to step S106, the correction process operation flag setting unit 12 sets the correction process operation flag from the set state to the non-set state, and the series of processes ends.

On the other hand, when the correction operation flag is set to the non-set state in step S100 and the process proceeds to step S108, the correction process operation flag setting unit 12 reads the estimated value Ge and proceeds to step S110.
In step S110, the correction processing operation flag setting unit 12 compares the estimated value Ge (t) read this time with the threshold value Th2 and the lower limit value Th3, and proceeds to step S112.
In step S112, the correction processing operation flag setting unit 12 determines whether or not the estimated value Ge has suddenly changed based on the comparison result in step S110. If it is determined that there has been a sudden change (Yes), the process proceeds to step S114. If it is determined that this has not been the case (No), the series of processing ends.

Specifically, the correction processing operation flag setting unit 12 determines the driver acceleration / deceleration request value based on the flag Ft indicating whether or not the estimated value Ge (t−1) read immediately before is a value equal to or greater than the threshold Th2. It is determined whether or not Ge has changed suddenly. Here, the flag Ft indicates that the estimated value Ge (t−1) is greater than or equal to the threshold Th2 when in the set state, and the estimated value Ge (t−1) is less than the threshold Th2 when in the non-set state. It is a flag indicating that.

The correction process operation flag setting unit 12 determines whether or not the estimated value Ge (t) read this time is “0” when the flag Ft is set. If it is determined that the value is “0”, it is determined that the change has occurred suddenly, and the flag Ft is set to a non-set state. On the other hand, when it is determined that it is not “0”, it is determined that there is no sudden change, and when the estimated value Ge (t) is a value equal to or greater than the threshold Th2, the flag Ft is maintained in the set state. On the other hand, when the estimated value Ge (t) is a value less than the threshold value Th2, and the flag Ft is set, the flag Ft is set to a non-set state.
When the process proceeds to step S114, the correction process operation flag Fra is set to the set state, and the series of processes ends.

(Acceleration / deceleration control processing)
Next, the processing procedure of the acceleration / deceleration control processing of the controller 6 will be described based on FIG. FIG. 11 is a flowchart illustrating an example of a processing procedure of acceleration / deceleration control processing. The process of FIG. 11 is repeatedly executed in synchronization with a preset sampling clock.
When a dedicated program is executed in the controller 6 and acceleration / deceleration control processing is executed, first, the process proceeds to step S200 as shown in FIG.
In step S200, the driver acceleration / deceleration request estimation unit 6A reads the estimated value Ge of the driver acceleration / deceleration request from the map data based on the accelerator operation detection signal Ad. Then, the read estimated value Ge is supplied to the command value calculation unit 3B, the correction amount calculation unit 6C, and the adder 6E, respectively, and the process proceeds to step S202.

In step S202, the correction amount determination unit 13 of the correction amount calculation unit 6C determines whether or not the correction processing operation flag Fra is set. When it is determined that the set state is set (Yes), the process proceeds to step S204. When it is determined that the set state is set (No), the process proceeds to step S212.
When the process proceeds to step S204, the correction amount determination unit 13 reads the correction amount Gr from the correction amount map 14 based on the supplied vehicle speed command value Vout. Then, the read correction amount Gr is supplied to the command value calculation unit 6B, and the process proceeds to step S206.
In step S206, the reference vehicle speed Vc is calculated based on the estimated value Ge and the correction amount Gr in the reference vehicle model 10 of the command value calculation unit 6B. Then, the calculated reference vehicle speed Vc is supplied to the subtractor 11, and the process proceeds to step S208. When the correction processing operation flag Fra is set, both the rolling resistance component R1 and the air resistance component R2 are “0”.

In step S208, the subtractor 11 calculates a vehicle speed command value Vout based on the reference vehicle speed Vc and the actual vehicle speed Vd. Then, the calculated vehicle speed command value Vout is supplied to the correction amount calculation unit 6C and also supplied to the adder 6E as the assist torque Gout via the vehicle speed servo 6D, and the process proceeds to step S210.
In step S210, the adder 6E adds the assist torque Gout supplied via the vehicle speed servo 6D and the estimated value Ge, and outputs a current command value Iout corresponding to the addition result to the electric motor 2. A series of processing ends.

On the other hand, if it is determined in step S202 that the correction process operation flag Fra is not set and the process proceeds to step S212, the estimated value Ge and the rolling resistance are not used in the reference vehicle model 10 without using the correction amount Gr. Based on the component R1 and the air resistance component R2, the reference vehicle speed Vc is calculated, and the process proceeds to step S208. In this case, the correction amount Gr may not be supplied, or “0” may be supplied as the correction amount Gr.

(Operation)
Next, the operation will be described.
First, when the power of the automobile 1 is turned on, the accelerator operation detection signal Ad and the vehicle speed detection signal Vd are supplied to the controller 6, and the driver acceleration / deceleration request estimation unit 6A is based on the accelerator operation detection signal Ad. An estimated value Ge of the driver acceleration / deceleration request is obtained (step S200). The estimated value Ge is supplied to each of the command value calculation unit 6B, the correction amount calculation unit 6C, and the adder 6E.

At present, the correction processing operation flag Fra is not set (No in step S202). In the reference vehicle model 10, the reference vehicle speed Vc is obtained based on the estimated value Ge and the resistance components R1 and R2, and further, the reference vehicle speed. A vehicle speed command value Vout is calculated based on Vc and the vehicle speed detection signal Vd (step S208). Then, the vehicle speed command value Vout is supplied to the vehicle speed servo 6D and the correction amount calculation unit 6C, respectively. The vehicle speed servo 6D outputs an assist torque Gout based on the vehicle speed command value Vout, and finally an adder 6E generates a command current Iout corresponding to the added value of the assist torque Gout and the estimated value Ge. The command current Iout is output to 2 (step S210).
Therefore, the electric motor 2 is rotationally driven by the command current Iout obtained by adding the estimated value Ge representing the acceleration / deceleration request by the driver and the vehicle speed command value Vout necessary for making the actual vehicle speed coincide with the reference vehicle speed Vc. Will be.

On the other hand, the correction processing operation flag setting unit 12 of the correction amount calculation unit 6C determines whether or not the correction processing operation flag Fra is in the set state, and if it is determined that it is not in the set state (No in step S100), the supplied estimation The value Ge is read (step S108). The correction process operation flag setting unit 12 first determines whether or not the estimated value Ge that is read first when the flag Ft is in the non-set state is equal to or greater than the threshold Th2, and determines that the estimated value Ge is equal to or greater than the threshold Th1. Set to the set state. Then, the correction process operation flag setting unit 12 compares the read estimated value Ge with the threshold value Th2 and the lower limit value Th3 for the estimated value Ge read after the second time (step S110). Then, based on the comparison result and the flag Ft, it is determined whether or not the estimated value Ge is suddenly changed from a state equal to or higher than the threshold Th2 to the lower limit Th3 (“0” in the present embodiment) (step). S112). If it is determined that the correction processing operation flag setting unit 12 has suddenly changed (Yes in step S112), the correction processing operation flag is set to the set state (step S114).

That is, the operation of the correction process is started when the driver suddenly shifts from the state in which the accelerator pedal 8 is depressed to the state in which the driver suddenly removes the foot from the accelerator pedal. In addition, the constant speed running control is started by releasing the foot from the accelerator pedal 8, and the immediately preceding estimated value Ge is held as the estimated value Ge ′ for constant speed running control. Further, when the constant speed traveling control is started, the flag Fa is set thereafter, and the rolling resistance component R1 and the air resistance component R2 become zero.
When the correction amount determination unit 13 of the correction amount calculation unit 6C determines that the correction processing operation flag Fra is in the set state (Yes in step S202), the correction amount determination unit 13 corrects based on the vehicle speed command value Vout supplied from the command value calculation unit 6B. A correction amount Gr corresponding to the magnitude of Vout is acquired from the amount map 14 (step S204), and the acquired correction amount Gr is supplied to the command value calculation unit 6B.

When the correction amount operation flag Fra is in the set state (Yes in step S202), in the reference vehicle model 10 of the command value calculation unit 6B, the supplied correction amount Gr, estimated value Ge, resistance components R1 (0) and R2 ( 0), the reference vehicle speed Vc corrected so as to approach the actual vehicle speed Vd is obtained. Further, the vehicle speed command value Vout is calculated based on the corrected standard vehicle speed Vc and the vehicle speed detection signal Vd. The vehicle speed command value Vout is supplied to the vehicle speed servo 6D and the correction amount calculation unit 6C. The vehicle speed servo 6D outputs an assist torque Gout based on the vehicle speed command value Vout. Finally, a command current Iout is generated via the adder 6E, and the command current Iout is output to the electric motor 2.

Therefore, the electric motor 2 has a command current obtained by adding the estimated value Ge indicating the acceleration / deceleration request by the driver and the vehicle speed command value Vout necessary for making the actual vehicle speed coincide with the corrected standard vehicle speed Vc. It is driven to rotate by Iout.
The correction process of the reference vehicle speed Vc is repeatedly executed until the operation time ta elapses. When it is determined that the operation time ta has elapsed (Yes in step S104), the correction process operation flag Fra is set to a non-set state. Then, the correction process ends (step S106).

As described above, when the driver's intention to accelerate or decelerate suddenly changes, the reference vehicle speed Vc is corrected so as to approach the actual vehicle speed Vd. Therefore, the driver suddenly depresses his / her foot from the accelerator pedal 8 in order to stop the acceleration. Even when released, the difference between the reference vehicle speed Vc and the actual vehicle speed Vd can be reduced by the correction amount. That is, since the actual vehicle speed Vd can be rapidly converged to the reference vehicle speed Vc as compared with the case where the correction is not made, the constant speed traveling control is started relatively smoothly.

Next, based on FIG. 12, a specific operation example in the case where the accelerator pedal 8 is suddenly released from a state where the accelerator pedal 8 is greatly depressed on a steep uphill will be described in comparison with the conventional example.
12 (a) and 12 (b) show an estimated value (driver acceleration / deceleration request value) Ge, a reference vehicle speed (target vehicle speed) Vc, and a vehicle speed detection signal (actual vehicle speed) according to the accelerator operation according to the prior art and the present embodiment. It is a wave form diagram which shows each time change of Vd. Note that the broken line in FIG. 12 is the actual vehicle speed Vd, and the solid line is the reference vehicle speed Vc.

As shown in FIG. 12 (a), in a conventional vehicle, when a driver climbs an uphill in a state where the driver depresses the accelerator pedal greatly on a steep uphill, the driver according to the amount of depression. The acceleration / deceleration request value Ge also becomes a large value, and the reference vehicle speed Vc also becomes large. On the other hand, since an automobile climbs a slope against gravity, the actual vehicle speed Vd is smaller than the standard vehicle speed Vc compared to a flat road, and the difference between the two is increased. When the driver suddenly removes his / her foot from the accelerator pedal at time t1, the immediately preceding driver acceleration / deceleration request value Ge is held as the driver acceleration / deceleration request value Ge ′ for constant speed traveling control. Therefore, when the constant speed traveling control is started, as shown in the circled range in FIG. 12A, the difference between the reference vehicle speed Vc and the actual vehicle speed Vd becomes large, and the actual vehicle speed Vd becomes the reference vehicle speed Vc. It takes time from time t1 to time t3 to converge. Therefore, the driver feels uncomfortable because the acceleration control is performed between the times t1 and t3 even though the driver has lifted his / her foot from the accelerator pedal with the intention of stopping the acceleration.

On the other hand, as shown in FIG. 12 (b), in the automobile 1 of the present embodiment, it is the same as the prior art until the time t1, but a sudden change in the driver acceleration / deceleration intention is detected at the time t1. The correction amount operation flag Fra is set. Thus, the correction process is activated, and the reference vehicle speed Vc is corrected by the correction amount Gr corresponding to the magnitude of the deviation (vehicle speed command value Vout) between the reference vehicle speed Vc and the actual vehicle speed Vd. Therefore, as shown in the circled range in FIG. 12B, the reference vehicle speed Vc approaches the actual vehicle speed Vd, and at the time t2 (t2 <t3), the actual vehicle speed Vd becomes the reference vehicle speed Vc. And converge. That is, compared with the prior art, the period during which the acceleration control occurs can be shortened, so that it is possible to reduce the uncomfortable feeling felt by the driver. Specifically, it is possible to make it shorter than the prior art by the period td1 in FIG.

In the present embodiment, the acceleration / deceleration control and the constant speed traveling control for the automobile 1 are performed based on the reference vehicle speed Vc calculated by the reference vehicle model 10, but not limited to this configuration, the calculation is performed by the reference vehicle model 10. The acceleration / deceleration control and the constant speed traveling control for the automobile 1 may be performed based on the reference acceleration (target acceleration) Gc. That is, in this configuration, acceleration / deceleration control is performed so that the actual acceleration Gd matches the reference acceleration Gc. In this case, the actual acceleration Gd may be obtained by differentiating the actual vehicle speed Vd detected by the vehicle speed sensor 7, or the actual acceleration Gd may be obtained by an acceleration sensor. Further, in this configuration, instead of the vehicle speed command value Vout (target vehicle speed Vc−actual vehicle speed Vd), the target acceleration Gc is actual with a correction amount Gr corresponding to the magnitude of “target acceleration Gc−actual acceleration Gd”. The target acceleration Gc is corrected so as to approach the acceleration Gd. The same applies to the following embodiments.

Here, in this embodiment, the driver acceleration / deceleration request estimation unit 6A corresponds to the acceleration / deceleration request detection unit, the reference vehicle model 10 corresponds to the control target value calculation unit, and the vehicle speed sensor 7 corresponds to the actual measurement value detection unit. .
In the present embodiment, the correction amount calculation unit 6C and the reference vehicle model 10 correspond to the control target value correction unit, and the subtractor 11, the vehicle speed servo 6D, and the adder 6E include the acceleration / deceleration control unit and the constant speed traveling control unit. The accelerator pedal 8 corresponds to the accelerator operation unit.

(Effect of 1st Embodiment)
(1) The driver acceleration / deceleration request estimation unit 6A estimates an acceleration / deceleration request value indicating a driver acceleration / deceleration request. The reference vehicle model 10 determines the reference vehicle speed (target vehicle speed) Vc of the automobile 1 based on the estimated value Ge of the driver acceleration / deceleration request value estimated by the driver acceleration / deceleration request estimation unit 6A. The vehicle speed sensor 7 detects the actual vehicle speed Vd. The subtractor 11, the vehicle speed servo 6D, and the adder 6E perform acceleration / deceleration control on the vehicle 1 so that the actual vehicle speed Vc matches the reference vehicle speed Vc, and from a state in which there is a driver acceleration / deceleration request based on the estimated value Ge. If it is determined that the driver has changed to a state where there is no acceleration / deceleration request, the vehicle speed is automatically controlled regardless of the driver's operation based on an estimated value Ge at a preset time before the time of change. Implement control. If the correction amount calculation unit 6C and the normative vehicle model 10 determine that the driver's acceleration / deceleration request is suddenly changed based on the estimated value Ge to a driver's acceleration / deceleration request, the norm used for constant speed traveling control A correction process (first correction process) is performed to correct the vehicle speed Vc so as to approach the actual vehicle speed Vd by a correction amount Gr corresponding to the magnitude of the vehicle speed command value Vout.

Thereby, even when the constant speed traveling control is started after the estimated value Ge changes suddenly, the reference vehicle speed Vc can be corrected so as to approach the actual vehicle speed Vd, and therefore the deviation between the reference vehicle speed Vc and the actual vehicle speed Vd. Even when the actual vehicle speed Vd is large, the actual vehicle speed Vd can be converged relatively quickly to the reference vehicle speed Vc. Thereby, for example, when the estimated value Ge is suddenly changed by an accelerator operation, it is possible to shorten the time of acceleration control that is performed against the intention of stopping acceleration, and to reduce the uncomfortable feeling given to the driver. Therefore, even when the estimated value Ge changes suddenly, there is an effect that the vehicle behavior can be shifted relatively smoothly according to the driver's intention of acceleration / deceleration.
In addition, since the control target value is the vehicle speed, transient behavior correction can be performed, and the vehicle behavior closer to the driver acceleration / deceleration intention can be easily realized.

(2) The driver acceleration / deceleration request estimation unit 6A estimates an acceleration / deceleration request value indicating the driver's acceleration / deceleration request. The reference vehicle model 10 obtains the reference acceleration (target acceleration) Gc of the automobile 1 based on the estimated value Ge of the driver acceleration / deceleration request value estimated by the driver acceleration / deceleration request estimation unit 6A. The acceleration sensor detects the actual acceleration Gd. The subtractor 11, the vehicle speed servo 6D, and the adder 6E perform acceleration / deceleration control on the automobile 1 so that the actual acceleration Gc coincides with the reference acceleration Gc, and from the state where there is a driver acceleration / deceleration request based on the estimated value Ge. If it is determined that the driver has changed to a state where there is no acceleration / deceleration request, the vehicle speed is automatically controlled regardless of the driver's operation based on an estimated value Ge at a preset time before the time of change. Implement control. If the correction amount calculation unit 6C and the normative vehicle model 10 determine that the driver's acceleration / deceleration request is suddenly changed based on the estimated value Ge to a driver's acceleration / deceleration request, the norm used for constant speed traveling control A correction process (first correction process) is performed to correct the vehicle speed Vc so as to approach the actual vehicle speed Vd by a correction amount Gr corresponding to the magnitude of the vehicle speed command value Vout.

Thus, even when the constant speed traveling control is started after the estimated value Ge changes suddenly, the reference acceleration Gc can be corrected so as to approach the actual acceleration Gd, and therefore the deviation between the reference acceleration Gc and the actual acceleration Gd. Even when is large, the actual acceleration Gd can be converged relatively quickly to the reference acceleration Gc. Thereby, for example, when the estimated value Ge is suddenly changed by an accelerator operation, it is possible to shorten the time of acceleration control that is performed against the intention of stopping acceleration, and to reduce the uncomfortable feeling given to the driver. Therefore, even when the estimated value Ge changes suddenly, there is an effect that the vehicle behavior can be shifted relatively smoothly according to the driver's intention of acceleration / deceleration.
Further, since the control target value is acceleration, steady behavior correction can be performed, and the vehicle behavior closer to the driver acceleration / deceleration intention can be realized without phase delay.

(3) The subtractor 11, the vehicle speed servo 6D, and the adder 6E cause the estimated value Ge to be added by a driver that has been set in advance from a value that is greater than or equal to a threshold Th1 that is set in advance in the numerical range when there is a driver acceleration / deceleration request. If it is determined that the speed has changed to the lower limit value Th3 indicating that there is no deceleration request, the constant speed traveling control is performed, and the correction amount calculation unit 6C and the reference vehicle model 10 are within a numerical range when there is a driver acceleration / deceleration request. If it is determined that the value has changed from a value greater than or equal to the preset threshold Th2 to the lower limit value Th3 indicating that there is no driver acceleration / deceleration request, the first correction process is performed.

The constant speed traveling control is performed when the estimated value Ge changes from a value equal to or higher than a threshold Th1 corresponding to a traveling speed at which the constant speed traveling control can be appropriately performed to a lower limit value Th3 indicating no acceleration / deceleration request. Therefore, the effect that the constant speed traveling control can be surely performed is obtained. In addition, since the first correction process is performed when the estimated value Ge changes from a value equal to or greater than the threshold value Th2 indicating a state where there is a driver acceleration / deceleration request to the lower limit value Th3, the threshold value Th2 is set to the first threshold value Th2. By setting to an appropriate value for performing the correction process, it is possible to obtain an effect that the first correction process can be performed more effectively.

(4) The threshold value Th2 is larger than the threshold value Th1.
Since the first correction process becomes more effective as the degree of sudden change in the estimated value Ge is larger, the first correction process is more effective by setting a larger value after satisfying the execution condition of the constant speed traveling control. The effect that it can be implemented is obtained.

(5) The subtractor 11, the vehicle speed servo 6D, and the adder 6E have changed from the state where the driver's acceleration / deceleration request is made to the state where the driver's acceleration / deceleration request is not made in a time shorter than the preset change time upper limit value. It is determined that it has suddenly changed.
For example, by setting the upper limit of the change time to the maximum value of the time in which the driver feels unintended acceleration or deceleration, an effect that the sudden change of the estimated value Ge can be reliably detected can be obtained. Note that the upper limit of the change time is determined in advance through a driver's sensory test or the like.
(6) An upper limit value is provided for the correction amount Gr of the reference vehicle speed Vc or the reference acceleration Gc used in the first correction process.
As a result, it is possible to prevent an abrupt change in vehicle behavior due to an excessive correction amount Gr.

(7) The correction amount calculation unit 6C and the reference vehicle model 10 perform the first correction process for a preset operation time ta.
By setting the operation time of the first correction process, it is possible to prevent an excessive correction from being performed on the reference vehicle speed Vc or the reference acceleration Gc.
For example, the correction amount Gr when a certain deviation occurs does not become “0” in a situation where the vehicle behavior that matches the driver acceleration / deceleration intention cannot be realized unless there is a certain deviation between the reference vehicle speed Vc and the actual vehicle speed Vd. In this case, a certain deviation cannot be maintained. Therefore, vehicle behavior that matches the driver's acceleration / deceleration intention cannot be realized. That is, it is possible to prevent an excessive correction that eliminates a certain deviation by correcting the reference vehicle speed Vc or the reference acceleration Gc only during the operation time ta. Thereby, the effect that the vehicle behavior closer to the driver's intention of acceleration / deceleration can be realized.

(Second Embodiment)
Next, based on FIG. 13 thru | or FIG. 17, 2nd Embodiment of this invention is described. FIGS. 13 to 17 are diagrams showing a second embodiment of the present invention, and FIG. 13 is a conceptual diagram showing a model of the automobile 1 in the second embodiment. In addition, the same code | symbol is attached | subjected to the structure similar to the said 1st Embodiment, and the overlapping description is abbreviate | omitted.
That is, in this embodiment, in addition to the accelerator pedal 8, a brake pedal 20 that can be operated by the driver and a brake operation detection device 21 that detects the amount of depression of the brake pedal 20 are provided. A brake operation detection signal Bd detected by the brake operation detection device 21 is supplied to the controller 6 together with a vehicle speed detection signal Vd output from the vehicle speed sensor 7 and an accelerator operation detection signal Ad output from the accelerator operation detection device 9. It has become so.

As shown in FIG. 14, an accelerator operation detection signal Ad and a brake operation detection signal Bd are supplied to the driver acceleration / deceleration request estimation unit 6 A of the controller 6. The driver acceleration / deceleration request estimation unit 6A calculates an estimated value Ge based on the accelerator operation detection signal Ad and the brake operation detection signal Bd.
That is, in the first embodiment, the description is made on the assumption that the driver controls both acceleration and deceleration using only the accelerator pedal 8, but in the second embodiment, the deceleration operation can be performed by depressing the brake pedal 20. Can be done.

FIG. 15 is a block diagram illustrating a functional configuration of the correction amount calculation unit 6C according to the present embodiment.
In the present embodiment, the correction amount calculation unit 6C uses the correction amount map 14A corresponding to the driver acceleration / deceleration request value Ge corresponding to the operation of the accelerator pedal 8 and the driver acceleration / deceleration request value Ge corresponding to the operation of the brake pedal 20. And a corresponding correction amount map 14B.
That is, in the present embodiment, a correction amount map in which an appropriate correction amount is set for each is prepared in consideration that the sensitivity of the driver is different between the accelerator operation and the brake operation. The method for creating the correction amount map is the same as that in the first embodiment.

FIG. 16 is a timing chart showing an example of a time change of the correction processing operation flag Frb with respect to a change in the driver acceleration / deceleration request value Ge due to the driver's brake operation.
Specifically, as shown in FIG. 16, the correction processing operation flag setting unit 12 changes the estimated value Ge of the driver acceleration / deceleration request value from a state where the estimated value Ge is equal to or less than a preset threshold value Th4 to the upper limit value Th5. If it is determined that there has been a sudden change, the correction processing operation flag Frb is set to the set state only for the operation time tb. At the time of brake operation, the estimated value Ge is a negative value, so the threshold value Th4 is also treated as a negative value. However, the absolute value of the estimated value Ge is used to make the threshold value Th4 a positive value. Also good. In this case, it is determined whether or not the absolute value of the estimated value Ge has suddenly changed from the state where the absolute value of the estimated value Ge is equal to or greater than the threshold value Th4 to the lower limit value Th5.

In the present embodiment, the upper limit value Th5 is set to “0”. That is, in the example shown in FIG. 16, the estimated value Ge suddenly becomes “0” at time t 1 from the state where the driver depresses the brake pedal 20 so that the estimated value Ge of the threshold value Th 4 or less is output. That is, it shows a state where the brake pedal 20 is suddenly released. Further, the correction processing operation flag Frb is in the set state only during the operation time tb from time t1 to time t2.
In the present embodiment, the operation time tb is set to a length different from the operation time ta corresponding to the correction processing operation flag Fra. That is, with regard to the operation time of the correction process, appropriate lengths differ between the accelerator operation and the brake operation. Therefore, appropriate values are set for the length of the operation time through actual running tests, sensory tests, and the like.

FIG. 17A is a diagram illustrating an example of a correction amount map corresponding to an accelerator operation, and FIG. 17B is a diagram illustrating an example of a correction amount map corresponding to a brake operation.
In the present embodiment, the correction amount map 14A corresponding to the accelerator operation shown in FIG. 17A has the same contents as the correction amount map 14 shown in FIG. 6 of the first embodiment.
On the other hand, in the correction amount map 14B corresponding to the brake operation shown in FIG. 17B, the correction amount Gr is a1 ′ within the range where the vehicle speed command value Vout is “0” to a preset positive value a1 ′. As the value approaches, it increases in a non-linear direction in a negative direction until reaching a preset negative maximum value b1 ′. When the vehicle speed command value Vout exceeds a1 ′, the correction amount Gr has a characteristic that becomes constant at the negative maximum value b1 ′. Further, the correction amount map 14B shows that the positive maximum value set in advance as the correction amount Gr approaches a2 ′ in the range of the vehicle speed command value Vout from “0” to a preset negative value a2 ′. It increases non-linearly in the positive direction until it reaches b2 ′. When the vehicle speed command value Vout exceeds a2 ′, the correction amount Gr has a characteristic that becomes constant at the positive maximum value b2 ′.

For example, if the driver suddenly removes his / her foot from the brake pedal 20 while the vehicle 1 is going down a steep downhill, the brake pedal 20 is greatly depressed. The reference vehicle speed Vc corresponding to the driver acceleration / deceleration request value Ge is set as the reference vehicle speed Vc for constant speed traveling control. In such a case, since the actual vehicle speed Vd exceeds the reference vehicle speed Vc, the deceleration control is performed even though the driver intends to stop the deceleration and lifts his foot from the brake pedal 20. The driver feels uncomfortable due to deceleration contrary to the driver's intention to decelerate and stop.

Therefore, in the present embodiment, when the estimated value Ge of the driver acceleration / deceleration request value is suddenly changed by the brake operation, the vehicle speed command value Vout is set according to the magnitude of the vehicle speed command value Vout as shown in the correction amount map 14B of FIG. The reference vehicle speed Vc is corrected so that the reference vehicle speed Vc approaches the actual vehicle speed Vd with the magnitude correction amount Gr. As a result, the deviation between the actual vehicle speed Vd and the reference vehicle speed Vc is reduced, and the actual vehicle speed Vd is likely to converge to the reference vehicle speed Vc. Therefore, it is possible to suppress the occurrence of unintended deceleration.

The

correction amount maps

14A and 14B have different correction amounts for the magnitude of the vehicle speed command value Vout. In the correction amount map 14B, as shown in FIG. 17B, the curve L3 on the a1 ′, b1 ′ side and the curve L4 on the a2 ′, b2 ′ side are asymmetric with respect to “0”. ing. This is because the driver feels differently on the deceleration side and the acceleration side.

FIG. 18 is a waveform diagram similar to FIG. Also in the waveform diagram shown in FIG. 18, the accelerator operation detection signal Ad gradually decreases from time t1 and becomes 0 at time t2. On the other hand, the brake operation detection signal Bd maintains 0 until time t3, but the driver starts stepping on the brake pedal 20 at time t3, and then the amount of depression gradually increases, and at time t4. The maximum amount of depression is reached, and the state is maintained thereafter. Since the brake operation detection signal Bd is a signal for the deceleration operation, the sign is reverse to that of the accelerator operation detection signal Ad if originally intended, but in FIG.

Corresponding to such changes in the accelerator operation detection signal Ad and the brake operation detection signal Bd, the flag Fa is once set at the time t2, and then returns to the non-set state again at the time t3. Similarly, after the rolling resistance component R1 and the air resistance component R2 are forcibly set to 0 at time t2, at time t3, the rolling resistance component R1 returns to a value before time t2, and the air resistance component R2 is The value is based on the reference vehicle speed Vc at that time.

The reference vehicle speed Vc is fixed to the vehicle speed according to the estimated value Ge ′ held at the control start time in response to the shift to the constant speed traveling control after the time t2. Then, the constant speed traveling control itself stops in response to the depression of the brake pedal 20 at time t3, and the estimated value Ge corresponding to the brake operation detection signal Bd at that time is updated and the reference vehicle model is shifted to time t3. 10, the rolling resistance component R1 and the air resistance component R2 are also larger than 0 as described above. Therefore, the reference vehicle speed Vc gradually decreases after time t3.

(Operation)
Next, the operation will be described.
In the present embodiment, when the brake pedal 20 is depressed, the brake operation detection signal Bd increases in the minus direction, so that the estimated value Ge becomes a large value in the minus direction, and the estimated value Ge is commanded via the adder 6E. The current Iout is output to the electric motor 2. As a result, the electric motor 2 substantially functions as a generator, and regenerative braking occurs.
In the present embodiment, the correction process operation flag Frb is set by adding a comparison process between the threshold value Th4 and the upper limit value Th5 in the setting process of the correction process operation flag Fra, and a part of the setting process of the flag Ft. Is just the same as the processing for setting the correction processing operation flag Fra.

Specifically, the correction processing operation flag setting unit 12 of the correction amount calculation unit 6C determines whether or not the correction processing operation flags Fra and Frb are set, and determines that both are not set (No in step S100). ), The supplied estimated value Ge is read (step S108). First, when the estimated value Ge read first when the flag Ft is in the non-set state is a positive value, the correction processing operation flag setting unit 12 determines whether the estimated value Ge is equal to or greater than the threshold value Th1. In the case of a negative value, it is determined whether or not the estimated value Ge is equal to or less than a threshold value Th4. Here, the subsequent operation will be described assuming that the value is negative. If the correction processing operation flag setting unit 12 determines that the estimated value Ge read this time is a value equal to or smaller than the threshold Th4, the correction processing operation flag setting unit 12 sets the flag Ft to the set state. Then, the correction processing operation flag setting unit 12 compares the read estimated value Ge with the threshold value Th4 and the upper limit value Th5 for the estimated value Ge read after the second time (step S110). Then, based on the comparison result and the flag Ft, it is determined whether or not the estimated value Ge is abruptly changed from the state below the threshold Th4 to the upper limit Th5 (“0” in the present embodiment) (step). S112). If it is determined that the correction processing operation flag setting unit 12 has suddenly changed (Yes in step S112), the correction processing operation flag Frb is set to the set state (step S114).

That is, the operation of the correction process is started when the driver suddenly shifts from the state in which the driver depresses the brake pedal 20 to the state in which the driver suddenly releases the foot. In addition, the constant speed running control is started by releasing the foot from the brake pedal 20, and the immediately preceding estimated value Ge is held as the estimated value Ge ′ for constant speed running control. Further, when the constant speed traveling control is started, the flag Fa is set thereafter, and the rolling resistance component R1 and the air resistance component R2 become zero.
If the correction amount determination unit 13 of the correction amount calculation unit 6C determines that the correction processing operation flag Frb is set (Yes in step S202), the correction amount determination unit 13 corrects based on the vehicle speed command value Vout supplied from the command value calculation unit 6B. A correction amount Gr corresponding to the magnitude of Vout is acquired from the amount map 14B (step S204), and the acquired correction amount Gr is supplied to the reference vehicle model 10.

When the correction amount operation flag Frb is in the set state (Yes in step S202), in the reference vehicle model 10, based on the supplied correction amount Gr, the estimated value Ge, and the resistance components R1 (0) and R2 (0), The reference vehicle speed Vc corrected so as to approach the actual vehicle speed Vd is obtained. Further, the vehicle speed command value Vout is calculated based on the corrected standard vehicle speed Vc and the vehicle speed detection signal Vd. The vehicle speed command value Vout is supplied to the vehicle speed servo 6D and the correction amount calculation unit 6C. The vehicle speed servo 6D outputs an assist torque Gout based on the vehicle speed command value Vout. Finally, a command current Iout is generated via the adder 6E, and the command current Iout is output to the electric motor 2.

Therefore, the electric motor 2 has a command current obtained by adding the estimated value Ge indicating the acceleration / deceleration request by the driver and the vehicle speed command value Vout necessary for making the actual vehicle speed coincide with the corrected standard vehicle speed Vc. It is driven to rotate by Iout.
The correction process of the reference vehicle speed Vc is repeatedly executed until the operation time tb elapses. When it is determined that the operation time tb has elapsed (Yes in step S104), the correction process operation flag Frb is set to a non-set state. Then, the correction process ends (step S106).

In this way, when the driver's intention to accelerate / decelerate suddenly changes, the reference vehicle speed Vc is corrected so as to approach the actual vehicle speed Vd. Therefore, when the driver suddenly lifts his / her foot from the brake pedal 20 with the intention of decelerating and stopping. However, the difference between the reference vehicle speed Vc and the actual vehicle speed Vd can be reduced by the correction amount. That is, since the actual vehicle speed Vd can be rapidly converged to the reference vehicle speed Vc as compared with the case where the correction is not made, the constant speed traveling control is started relatively smoothly.

Next, based on FIG. 19, a specific operation example in the case where the driver suddenly lifts his / her foot from the brake pedal 20 in a state where the brake pedal 20 is greatly depressed on a steep downhill will be described in comparison with the conventional example. .
19A and 19B show an estimated value (driver acceleration / deceleration request value) Ge, a standard vehicle speed (target vehicle speed) Vc, and a vehicle speed detection signal (actual vehicle) corresponding to the brake operation of the driver according to the prior art and this embodiment. It is a wave form diagram which shows each time change of (speed) Vd. In addition, the broken line in FIG. 19 is the actual vehicle speed Vd, and the solid line is the reference vehicle speed Vc.

As shown in FIG. 19 (a), in the conventional vehicle, when the driver goes downhill in a state where the driver has stepped down the brake pedal 20 on a steep downhill, according to the amount of depression. The driver acceleration / deceleration request value Ge also becomes a large value in the negative direction, and the reference vehicle speed Vc becomes small. On the other hand, since an automobile is going down a hill, the actual vehicle speed Vd is larger than the reference vehicle speed Vc compared to a flat road, and the difference between the two is increased. When the driver suddenly removes his / her foot from the brake pedal 20 at time t1, the immediately preceding driver acceleration / deceleration request value Ge is held as the driver acceleration / deceleration request value Ge ′ for constant speed traveling control. Therefore, when the constant speed traveling control is started, as shown in a circled range in FIG. 19A, the difference between the reference vehicle speed Vc and the actual vehicle speed Vd becomes large, and the actual vehicle speed Vd becomes the reference vehicle speed Vc. It will take until time t3 to converge. Accordingly, the driver feels uncomfortable because the deceleration control is performed between the times t1 and t3 even though the driver has released his / her foot from the brake pedal 20 with the intention of decelerating and stopping.

On the other hand, as shown in FIG. 19 (b), in the automobile 1 of the present embodiment, until the time t1, it is the same as the prior art, but at the time t1, a sudden change in the driver acceleration / deceleration intention is detected and the correction amount The operation flag Frb is set. Accordingly, the correction process is activated, and the reference vehicle speed Vc is corrected by the correction amount Gr corresponding to the magnitude of the deviation between the reference vehicle speed Vc and the actual vehicle speed Vd. Therefore, as shown in the circled range in FIG. 19B, the reference vehicle speed Vc approaches the actual vehicle speed Vd with the correction amount Gr, so that the actual vehicle speed Vd at the time t2 (t2 <t3). Converges to the reference vehicle speed Vc. That is, it is possible to shorten the period during which the deceleration control occurs as compared with the prior art. Specifically, it is possible to make it shorter than the prior art by the period of td2 in FIG. Therefore, it is possible to reduce a sense of incongruity felt by the driver as compared with the prior art.

Here, in the present embodiment, the accelerator pedal 8 corresponds to the accelerator operation unit, and the brake pedal 20 corresponds to the brake operation unit.
In the present embodiment, the driver acceleration / deceleration request estimation unit 6A corresponds to the acceleration / deceleration request detection unit, the reference vehicle model 10 corresponds to the control target value calculation unit, and the vehicle speed sensor 7 corresponds to the actual measurement value detection unit.
In the present embodiment, the correction amount calculation unit 6C and the reference vehicle model 10 correspond to the control target value correction unit, and the subtractor 11, the vehicle speed servo 6D, and the adder 6E include the acceleration / deceleration control unit and the constant speed traveling control unit. The accelerator pedal 8 corresponds to the accelerator operation unit.

(Effect of 2nd Embodiment)
This embodiment has the following effects in addition to the effects of the first embodiment.
(1) The automobile 1 includes a brake pedal 20 and an accelerator pedal 8. The correction amount calculation unit 6C and the reference vehicle model 10 divide the length of the time period in which the correction process is performed into a correction process caused by the driver's operation of the brake pedal 20 and a correction process caused by the driver's operation of the accelerator pedal 8. Set each independently. Specifically, the operation time ta is set for the correction process caused by the driver's operation of the accelerator pedal 8, and the operation time tb having a length different from the operation time ta is set for the correction process caused by the driver's operation of the brake pedal. Set.
As a result, an appropriate time period can be set for each of the correction process that occurs during the brake operation and the correction process that occurs during the accelerator operation, so that an effect that more appropriate correction process can be performed can be obtained.

(2) The automobile 1 includes a brake pedal 20 and an accelerator pedal 8. The correction amount map used by the correction amount calculation unit 6C and the reference vehicle model 10 to correct the reference vehicle speed Vc or the reference acceleration Gc is generated by a correction process generated by the driver's operation of the brake pedal 20 and an operation of the driver's accelerator pedal 8. Set independently for each correction process. Specifically, the correction amount map 14A is set for the correction process caused by the driver's operation of the accelerator pedal 8, and the correction amount different from the correction amount map 14A is set for the correction process caused by the driver's operation of the brake pedal. The map 14B is set.
This makes it possible to set an appropriate correction amount map for each means such as the accelerator pedal 8 and the brake pedal 20 that are means for detecting the driver's acceleration / deceleration intention. Accordingly, there is an effect that the reference vehicle speed Vc or the reference acceleration Gc can be appropriately corrected.

(Third embodiment)
Next, a third embodiment of the present invention will be described based on FIG. FIG. 20 is a diagram illustrating an example of a correction amount map according to the third embodiment. FIG. 20A is a diagram illustrating an example of a correction amount map having a dead zone corresponding to an accelerator operation. FIG. It is a figure which shows an example of the correction amount map which has a dead zone corresponding to operation. In addition, the same code | symbol is attached | subjected to the structure similar to the said 1st Embodiment and 2nd Embodiment, and the overlapping description is abbreviate | omitted.
That is, the present embodiment is different from the above embodiments in that the

correction amount maps

14C and 14D having dead zones shown in FIGS. 20A and 20B are used as the correction amount maps.

In the present embodiment, as shown in FIG. 20A, the correction amount map 14C corresponding to the accelerator operation has a correction amount Gr within the range of the vehicle speed command value Vout from “0” to a preset positive value c1. It is “0”, and in this range, there is a dead zone that is not substantially corrected. Further, in the range of positive value a1 set in advance from c1, the correction amount Gr increases non-linearly in a negative direction until it reaches a preset negative maximum value b1 as it approaches a1. When the vehicle speed command value Vout exceeds a1, the correction amount Gr has a characteristic that becomes constant at the negative maximum value b1. Further, in the correction amount map 14C, the correction amount Gr is “0” in the range of the vehicle speed command value Vout from “0” to the preset negative value c2, and the correction is substantially performed in this range. It becomes a dead zone that is not missed. Further, in the range of negative value a2 set in advance from c2, the correction amount Gr increases non-linearly in the positive direction until it reaches a predetermined positive maximum value b2 as it approaches c2. When the vehicle speed command value Vout exceeds a2, the correction amount Gr has a characteristic that becomes constant at the positive maximum value b2.

Further, in the present embodiment, the correction amount map 14D corresponding to the brake operation is corrected within the range of the vehicle speed command value Vout from “0” to a positive value c1 ′ set in advance, as shown in FIG. The amount Gr is “0”, and in this range, there is a dead zone that is not substantially corrected. Further, within the range of positive value a1 ′ set in advance from c1 ′, the correction amount Gr increases non-linearly in a negative direction until it reaches a preset negative maximum value b1 ′ as it approaches a1 ′. To do. When the vehicle speed command value Vout exceeds a1 ', the correction amount Gr has a characteristic that becomes constant at the negative maximum value b1'. Further, in the correction amount map 14B, the correction amount Gr is “0” in the range of the vehicle speed command value Vout from “0” to the preset negative value c2 ′. In this range, the correction amount Gr is substantially corrected. It is a dead zone that is not performed. Further, in the range from c2 ′ to a preset negative value a2 ′, the correction amount Gr increases non-linearly in the positive direction until it reaches a preset positive maximum value b2 ′ as it approaches a2 ′. To do. When the vehicle speed command value Vout exceeds a2 ', the correction amount Gr has a characteristic that becomes constant at the positive maximum value b2'.

For example, when the driver acceleration / deceleration request value Ge is “0” on an uphill or downhill where the deviation between the reference vehicle speed Vc and the actual vehicle speed Vd is large, there is no deviation between the reference vehicle speed Vc and the actual vehicle speed Vd. There is a case where the running at a constant speed cannot be maintained. For example, when correction is performed until the control target value Vc and the actual measurement value Vd coincide with each other as in the first and second embodiments, the estimated value Ge of the driver acceleration / deceleration request value suddenly becomes “0” from the acceleration side. In some cases, the actual vehicle speed Vd may decelerate. In addition, when the estimated value Ge suddenly becomes “0” from the deceleration side, the actual vehicle speed Vd may be accelerated. In either case, the vehicle behavior does not match the driver's intention for acceleration / deceleration.

In the present embodiment, the correction amount map is set so that the correction amount is set to “0” in the range near 0 (dead zone range) where the deviation between the reference vehicle speed Vc and the actual vehicle speed Vd is set in advance. As a result, the reference vehicle speed Vc is not excessively corrected when the vehicle speed command value Vout is within the dead zone range (relatively small), so that the driver's intention to accelerate or decelerate even on a steep uphill or downhill It is possible to realize a vehicle behavior closer to
In the dead zone range, “0” is set as the correction amount Gr. However, the present invention is not limited to this, and a value within a preset numerical range may be set as the range of the neighborhood value of “0”. In other words, it may not be “0” as long as the value is within a range equivalent to that the correction is not substantially performed.

(Operation)
Next, the operation will be described.
In the present embodiment, when the driver acceleration / deceleration request value Ge is suddenly changed by the driver's accelerator operation or brake operation and the correction process is activated, the reference vehicle speed Vc is determined by the correction amount Gr read from the

correction amount map

14C or 14D. The reference vehicle speed Vc is corrected so as to approach the speed Vd. The correction process is repeatedly performed during the operation time ta or tb, and the vehicle speed command value Vout, which is a deviation between the standard vehicle speed Vc and the actual vehicle speed Vd, is eventually in the range c2 to c1 of the correction amount map 14C, or the correction amount map. It is assumed that the value is in the range of c2 ′ to c1 ′ of 14D. Thereby, the correction amount determination unit 13 reads “0” as the correction amount Gr from the

correction amount map

14C or 14D and supplies the read value to the command value calculation unit 6B. As a result, in the reference vehicle model 10, “0” is input to the adder 10f as the correction amount Gr, so that the reference vehicle speed Vc is not substantially corrected. Accordingly, since it is possible to prevent the reference vehicle speed Vc from being excessively corrected, it is possible to realize a vehicle behavior that matches the driver's intention for acceleration / deceleration.

(Effect of the third embodiment)
In addition to the effects of the first and second embodiments, the present embodiment has the following effects.
(1) When the correction amount calculation unit 6C and the reference vehicle model 10 determine in the correction process that the vehicle speed command value Vout is a value within the dead band range that is a positive / negative numerical range including 0 that is set in advance, The correction amount Gr of the reference vehicle speed Vc or the reference acceleration Gc is set to 0 or a value within a numerical range that is set in advance as a range of values near 0.
For example, in a situation where a vehicle behavior that matches the driver's intention for acceleration / deceleration cannot be realized unless there is a certain deviation between the reference vehicle speed Vc and the actual vehicle speed Vd, the reference vehicle speed Vc (or reference acceleration Gc) and the actual vehicle speed Vd (or actual acceleration) If correction is performed until Gd) coincides with the vehicle, the vehicle behavior may not match the driver acceleration / deceleration intention.

In such a case, the vehicle speed command value Vout (or “reference acceleration Gc−actual acceleration Gd”) (deviation) is within the range of c1 to c2 including a preset zero, or includes a preset zero. If it is determined that the value is within the range of c1 ′ to c2 ′, the correction amount is set to “0” or a value near the correction amount, so that an effect of preventing excessive correction can be obtained. In addition, the effect that the hunting of the vehicle behavior due to the hunting of the correction amount Gr can be prevented.

(Fourth embodiment)
Next, based on FIG. 21 thru | or FIG. 27, 4th Embodiment of this invention is described. FIG. 21 is a diagram illustrating a correction amount calculation unit 6C according to the fourth embodiment. In addition, the same code | symbol is attached | subjected to the structure similar to the said 1st thru | or 3rd embodiment, and the overlapping description is abbreviate | omitted.
In the first to third embodiments, the correction amount calculation unit 6C corrects the reference vehicle speed Vc to approach the actual vehicle speed Vd when the driver's acceleration / deceleration request changes suddenly due to the driver's accelerator operation or brake operation. Had been implemented. In addition to this, in the present embodiment, the correction amount calculation unit 6C sets the reference vehicle speed Vc exceeding the output limit value or the output limit value of the electric motor 2 by a driver acceleration / deceleration request by an accelerator operation or a brake operation of the driver. In this case, the process of correcting the reference vehicle speed Vc so as to approach the actual vehicle speed Vd is different from the first to third embodiments.

That is, as shown in FIG. 21, the correction amount calculation unit 6C of the present embodiment has a norm that exceeds the output limit value or output limit value of the electric motor 2 in addition to the

correction amount maps

14C and 14D of the third embodiment. A correction amount map 14E which is a correction amount map when the vehicle speed Vc is set is provided.
Further, the correction processing operation flag setting unit 12 of the present embodiment monitors the estimated value Ge of the driver acceleration / deceleration request value supplied from the driver acceleration / deceleration request estimation unit 6A, and the estimated value Ge becomes a value equal to or greater than the threshold Th2. It is determined whether or not. And if it determines with the estimated value Ge having become the value more than threshold value Th2, the 2nd correction process operation flag Fra will be set to a set state. On the other hand, when the correction process operation flag setting unit 12 determines that the estimated value Ge to be supplied is not less than 0 and less than the threshold value Th2 when the second correction process operation flag Fra is in the set state, the second correction process operation flag Fra The processing operation flag Fra is set to a non-set state.

Here, the second correction process operation flag Fra performs a correction process for correcting the reference vehicle speed Vc by a correction amount corresponding to the vehicle speed difference (Vout) during the set state, and is corrected during the non-set state period. It is a flag that prevents the processing from being performed.
In the present embodiment, the correction process performed in the first to third embodiments is referred to as a first correction process, and the correction process newly performed in the present embodiment is referred to as a second correction process. The correction processing operation flags Fra and Frb of the first to third embodiments are referred to as first correction processing operation flags Fra and Frb.

FIG. 22 is a timing chart showing an example of a time change of the second correction processing operation flag Fra with respect to a change in the estimated value Ge of the driver acceleration / deceleration request value due to the driver's accelerator operation.
Specifically, as illustrated in FIG. 22, when the correction process operation flag setting unit 12 determines that the estimated value Ge is equal to or greater than the threshold value Th2 by the operation of the accelerator pedal 8 of the driver, the second correction process. The operation flag Fra is set to the set state until the estimated value Ge becomes a value less than the threshold value Th2.

That is, in the example shown in FIG. 22, the driver starts to depress the accelerator pedal 8 at the time t1 with the amount of depression at which the estimated value Ge equal to or greater than the threshold Th2 is output, and the driver depresses the accelerator pedal 8 at the time t2. Is shown and the estimated value Ge becomes zero. Then, the second correction processing operation flag Fra is shown in a set state from time t1 to time t2. In the example shown in FIG. 22, since the estimated value Ge suddenly changes from the value equal to or greater than the threshold Th2 to “0” at time t2, the first correction processing operation flag Fra is set and the first correction is performed. Processing is performed.

If the correction amount determination unit 13 of the present embodiment determines that the second correction processing operation flag Fra is in the set state, the correction amount determination unit 13 reads the correction amount Gr from the correction amount map 14E and supplies it to the command value calculation unit 6B. Thereby, in the reference vehicle model 10 of the command value calculation unit 6B, the reference vehicle speed Vc is calculated using the correction amount Gr. The second correction process is repeatedly performed at a preset sampling period while the second correction process operation flag Fra is in the set state.

FIG. 23 is a diagram illustrating a first example of a correction amount map corresponding to the second correction process, and FIG. 24 is a diagram illustrating a second example of the correction amount map corresponding to the second correction process.
As shown in FIG. 23, the first example of the correction amount map 14E (hereinafter referred to as the correction amount map 14E1) is a correction amount in the range of the vehicle speed command value Vout from “0” to a positive value d1 set in advance. Gr is “0”, and in this range, there is a dead zone that is not substantially corrected. Further, after d1, there is a characteristic that the correction amount Gr increases nonlinearly in the negative direction as the vehicle speed command value Vout increases. Further, in the correction amount map 14E1, the correction amount Gr is “0” in the range of the vehicle speed command value Vout from “0” to the negative value d2 set in advance, and the correction is substantially performed in this range. It becomes a dead zone that is not missed. Further, after d2, there is a characteristic that the correction amount Gr increases nonlinearly in the positive direction as the vehicle speed command value Vout increases.

Further, a second example of the correction amount map 14E (hereinafter referred to as the correction amount map 14E2) has a vehicle speed command value Vout in a range from “0” to a preset positive value d1, as shown in FIG. The correction amount Gr is “0”, and a dead zone in which correction is not substantially performed in this range. Further, after d1, there is a characteristic that the correction amount Gr linearly increases in the negative direction as the vehicle speed command value Vout increases. Further, in the correction amount map 14E2, the correction amount Gr is “0” in the range of the vehicle speed command value Vout from “0” to the preset negative value d2, and the correction is substantially performed in this range. It becomes a dead zone that is not missed. Further, after d2, there is a characteristic that the correction amount Gr linearly increases in the positive direction as the vehicle speed command value Vout increases. In the present embodiment, the straight line portion where the correction amount Gr in the correction amount map 14E2 linearly increases is a straight line obtained by multiplying the reciprocal of the calculation sample time by “−1” and a unit conversion constant.

In the present embodiment, the correction amount map 14E2 indicates that when the vehicle speed command value Vout is negative, the deviation (vehicle speed command value Vout) between the reference vehicle speed Vc corrected by the second correction process and the actual vehicle speed Vd is d2 or more. The correction amount Gr is set so that Further, in the correction amount map 14E2, when the vehicle speed command value Vout is positive, the deviation (vehicle speed command value Vout) between the reference vehicle speed Vc corrected by the second correction process and the actual vehicle speed Vd is equal to or less than d1. A correction amount Gr is set.

In this embodiment, the numerical range of d2 to d1 including “0” in the correction amount maps 14E1 and 14E2 is a numerical range set based on the output limit value or the output limit value of the electric motor 2. Specifically, if the vehicle speed command value Vout is within the range of d2 to d1, acceleration / deceleration control can be performed within a range not exceeding the output limit value or output limit value of the electric motor 2. Therefore, d2 to d1 are an allowable range of the vehicle speed command value Vout (deviation) that does not exceed the output limit value or output limit value of the electric motor 2. On the other hand, if the vehicle speed command value Vout is outside the range of d2 to d1, the output limit value or output limit value of the electric motor 2 is exceeded, and the output of the electric motor 2 cannot follow the reference vehicle speed Vc. The deviation between the reference vehicle speed Vc and the actual vehicle speed Vd increases. For example, when the driver depresses the accelerator pedal 8 on a steep uphill and a large estimated value Ge is generated on the acceleration side, the motor for achieving the reference vehicle speed Vc according to the output limit value or the output limit value of the electric motor 2. Without obtaining an output, the deviation between the reference vehicle speed Vc and the actual vehicle speed Vd increases. Therefore, after that, when the driver removes his / her foot from the accelerator pedal 8, the constant speed traveling control is started in a state where the deviation between the reference vehicle speed Vc and the actual vehicle speed Vd is large, and the automobile 1 is directed toward the reference vehicle speed Vc. Acceleration control. In other words, acceleration behavior contrary to the driver's intention to stop acceleration occurs, giving the driver a sense of incongruity.

Therefore, in this embodiment, when the vehicle speed command value Vout is outside the range of d2 to d1, the reference vehicle speed Vc is set by the correction amount Gr corresponding to the magnitude of the vehicle speed command value Vout shown in the correction amount map 14E1 or 14E2. It corrects so that it may approach actual vehicle speed Vd. This shortens the acceleration control time that is against the driver's intention to stop acceleration. In particular, in the correction amount map 14E2, since the vehicle speed command value Vout corrected in the second correction process is always d2 or more or d1 or less, the output of the electric motor 2 can follow the reference vehicle speed Vc after the correction. become. In other words, in the second correction process using the correction amount map 14E2, the correction is performed so that the vehicle speed command value Vout is always d2 or more or d1 or less, so that the acceleration control time contrary to the driver's intention to stop acceleration is shortened. can do.
Furthermore, in the present embodiment, since the first correction process is performed according to the sudden change in the estimated value Ge, it is possible to shorten the acceleration control time after shifting to the constant speed traveling control.

As shown in FIGS. 23 and 24, the correction amount map 14C indicated by the dotted line in the drawing and the correction amount maps 14E1 and 14E2 indicated by the solid line in the drawing are the dead zone ranges c2 to c1 of the correction amount map 14C. Is included in the dead zone range d2 to d1 of the correction amount maps 14E1 and 14E2. This prevents the second correction process from operating within the dead zone range c2 to c1 of the correction amount map 14C.

(Second correction processing operation flag setting processing)
Next, based on FIG. 25, the process procedure of the 2nd correction process operation flag setting process performed in the correction amount calculation part 6C is demonstrated. FIG. 25 is a flowchart illustrating an example of a processing procedure of second correction processing operation flag setting processing. Note that the processing of FIG. 25 is repeatedly executed in synchronization with a preset sampling clock.
When a dedicated program is executed in the controller 6 and the second correction process operation flag setting process is executed in the correction amount calculation unit 6C, first, the process proceeds to step S300 as shown in FIG.

In step S300, the correction processing operation flag setting unit 12 of the correction amount calculation unit 6C determines whether or not the second correction processing operation flag Fra is set. If it is determined that the second correction processing operation flag Fra is in the set state (Yes), the process proceeds to step S302, and if it is not (No), the process proceeds to step S308.
When the process proceeds to step S302, the correction processing operation flag setting unit 12 reads the estimated value Ge, and the process proceeds to step S304.
In step S304, the correction processing operation flag setting unit 12 determines whether or not the read estimated value Ge is equal to or greater than the threshold value Th2. If it is determined that the threshold Th2 is equal to or greater than the threshold Th2 (Yes), the series of processes is terminated, and if it is not determined (No), the process proceeds to Step S306.

In step S306, the correction process operation flag setting unit 12 sets the second correction process operation flag Fra to a non-set state, and the series of processes ends.
On the other hand, when it is determined in step S300 that the second correction process operation flag Fra is not set and the process proceeds to step S308, the correction process operation flag setting unit 12 reads the estimated value Ge and proceeds to step S310. To do.
In step S310, the correction processing operation flag setting unit 12 determines whether or not the read estimated value Ge is equal to or greater than the threshold value Th2. If it is determined that the threshold Th2 is equal to or greater than the threshold Th2 (Yes), the process proceeds to step S312, and if it is not determined (No), the series of processing ends.
When the process proceeds to step S312, the correction process operation flag setting unit 12 sets the second correction process operation flag Fra to the set state, and the series of processes ends.

(Acceleration / deceleration control processing)
Next, based on FIG. 26, the process procedure of the acceleration / deceleration control process of the controller 6 in this embodiment is demonstrated. FIG. 26 is a flowchart illustrating an example of a processing procedure of acceleration / deceleration control processing in the present embodiment. Note that the processing of FIG. 26 is repeatedly executed in synchronization with a preset sampling clock.
When a dedicated program is executed in the controller 6 and acceleration / deceleration control processing is executed, first, as shown in FIG. 26, the process proceeds to step S400.

In step S400, the driver acceleration / deceleration request estimation unit 6A reads the estimated value Ge of the driver acceleration / deceleration request from the map data based on the accelerator operation detection signal Ad. Then, the read estimated value Ge is supplied to the command value calculation unit 3B, the correction amount calculation unit 6C, and the adder 6E, respectively, and the process proceeds to step S402.
In step S402, the correction amount determination unit 13 of the correction amount calculation unit 6C determines whether or not the first correction processing operation flag Fra is set. When it is determined that the set state is set (Yes), the process proceeds to step S404. When it is determined that the set state is set (No), the process proceeds to step S412.

When the process proceeds to step S404, the correction amount determination unit 13 reads the correction amount Gr (hereinafter referred to as the first correction amount Gr) from the

correction amount map

14C or 14D based on the supplied vehicle speed command value Vout. Then, the read first correction amount Gr is supplied to the command value calculation unit 6B, and the process proceeds to step S406.
In step S406, the reference vehicle speed Vc is calculated based on the estimated value Ge and the first correction amount Gr in the reference vehicle model 10 of the command value calculation unit 6B. Then, the calculated reference vehicle speed Vc is supplied to the subtractor 11, and the process proceeds to step S408.

In step S408, the subtractor 11 calculates a vehicle speed command value Vout based on the reference vehicle speed Vc and the actual vehicle speed Vd. Then, the calculated vehicle speed command value Vout is supplied to the correction amount calculation unit 6C and also supplied to the adder 6E as the assist torque Gout via the vehicle speed servo 6D, and the process proceeds to step S410.
In step S410, the adder 6E adds the assist torque Gout supplied via the vehicle speed servo 6D and the estimated value Ge, and outputs a current command value Iout corresponding to the addition result to the electric motor 2. A series of processing ends.

On the other hand, if it is determined in step S402 that the first correction processing operation flag Fra is not set and the process proceeds to step S412, the correction amount determination unit 13 of the correction amount calculation unit 6C uses the second correction processing operation flag. It is determined whether or not Fra is set. If it is determined that the set state is set (Yes), the process proceeds to step S414. If it is determined that the set state is not set (No), the process shifts to step S418.
When the process proceeds to step S414, the correction amount determination unit 13 reads the correction amount Gr (hereinafter referred to as the second correction amount Gr) from the correction amount map 14E1 or 14E2 based on the supplied vehicle speed command value Vout. Then, the read second correction amount Gr is supplied to the command value calculation unit 6B, and the process proceeds to step S416.

In step S416, in the reference vehicle model 10 of the command value calculation unit 6B, the reference vehicle speed Vc is calculated based on the estimated value Ge, the second correction amount Gr, the rolling resistance component R1, and the air resistance component R2. Then, the calculated reference vehicle speed Vc is supplied to the subtractor 11, and the process proceeds to step S408.
In Step S412, when it is determined that the first correction processing operation flag Fra is not set and the process proceeds to Step S418, the first and second correction amounts Gr are not used in the reference vehicle model 10. Based on the estimated value Ge, the rolling resistance component R1, and the air resistance component R2, the reference vehicle speed Vc is calculated, and the process proceeds to step S408. In this case, the first and second correction amounts Gr may not be supplied, or “0” may be supplied as the first and second correction amounts Gr.

(Operation)
Next, the operation will be described.
First, when the power of the automobile 1 is turned on, the accelerator operation detection signal Ad and the vehicle speed detection signal Vd are supplied to the controller 6, and the driver acceleration / deceleration request estimation unit 6A is based on the accelerator operation detection signal Ad. An estimated value Ge of the driver acceleration / deceleration request is obtained (step S400). The estimated value Ge is supplied to each of the command value calculation unit 6B, the correction amount calculation unit 6C, and the adder 6E.
At this time, it is assumed that the first correction processing operation flags Fra and Frab and the second correction processing operation flag Fra are not set (No in step S402, No in S412).

In the reference vehicle model 10, the reference vehicle speed Vc is obtained based on the estimated value Ge and the resistance components R1 and R2 (step S418), and the vehicle speed command value Vout is calculated based on the reference vehicle speed Vc and the vehicle speed detection signal Vd. (Step S408). The vehicle speed command value Vout is supplied to the vehicle speed servo 6D and the correction amount calculation unit 6C. The vehicle speed servo 6D outputs an assist torque Gout based on the vehicle speed command value Vout, and finally an adder 6E generates a command current Iout corresponding to the added value of the assist torque Gout and the estimated value Ge. The command current Iout is output to 2 (step S410).
Therefore, the electric motor 2 is rotationally driven by the command current Iout obtained by adding the estimated value Ge representing the acceleration / deceleration request by the driver and the vehicle speed command value Vout necessary for making the actual vehicle speed coincide with the reference vehicle speed Vc. Will be.

On the other hand, the correction processing operation flag setting unit 12 of the correction amount calculation unit 6C determines whether or not the second correction processing operation flag Fra is in the set state, and if it is determined that it is not in the set state (No in step S300), it is supplied. The estimated value Ge is read (step S308). The correction process operation flag setting unit 12 determines whether or not the read estimated value Ge is greater than or equal to the threshold value Th2 (step S310), and determines that the read estimated value Ge is greater than or equal to the threshold value Th2 (Yes in step S310). The operation flag Fra is set to the set state (step S312).
That is, when the driver depresses the accelerator pedal 8, the accelerator operation amount increases, the estimated value Ge of the driver acceleration / deceleration request value becomes equal to or greater than the threshold Th2, and the second correction processing operation flag Fra is set. Thereby, the second correction process is started.

When the correction amount determination unit 13 of the correction amount calculation unit 6C determines that the second correction processing operation flag Fra is in the set state (Yes in step S412), the correction amount determination unit 13C based on the vehicle speed command value Vout supplied from the command value calculation unit 6B. The second correction amount Gr corresponding to the magnitude of the vehicle speed command value Vout is acquired from the correction amount map 14E (here, the correction amount map 14E2 is used) (step S414). At this time, if the vehicle speed command value Vout is within the range of d2 to d1 in the correction amount map 14E2, “0” is acquired as the second correction amount Gr. On the other hand, if the vehicle speed command value Vout is outside the range of d2 to d1, that is, within the range where the output limit value or output limit value of the electric motor 2 is exceeded, a value other than “0” is acquired. Specifically, since the correction amount map 14E is used, the second correction amount Gr is acquired so that the vehicle speed command value Vout based on the corrected standard vehicle speed Vc falls within the range of d2 to d1. The correction amount determination unit 13 supplies the acquired second correction amount Gr to the command value calculation unit 6B.

When the vehicle speed command value Vout is outside the range of d2 to d1, in the reference vehicle model 10 of the command value calculation unit 6B, the actual vehicle speed is based on the supplied second correction amount Gr, estimated value Ge, and resistance components R1 and R2. A reference vehicle speed Vc corrected to approach Vd is obtained. Further, the vehicle speed command value Vout is calculated based on the corrected standard vehicle speed Vc and the vehicle speed detection signal Vd. The vehicle speed command value Vout is supplied to the vehicle speed servo 6D and the correction amount calculation unit 6C. The vehicle speed servo 6D outputs an assist torque Gout based on the vehicle speed command value Vout. Finally, a command current Iout is generated via the adder 6E, and the command current Iout is output to the electric motor 2.

Therefore, the electric motor 2 has a command current obtained by adding the estimated value Ge indicating the acceleration / deceleration request by the driver and the vehicle speed command value Vout necessary for making the actual vehicle speed coincide with the corrected standard vehicle speed Vc. It is driven to rotate by Iout. The output of the electric motor 2 based on the vehicle speed command value Vout is an output capable of bringing the actual vehicle speed Vd close to the reference vehicle speed Vc.
The correction process of the reference vehicle speed Vc is repeatedly performed until the estimated value Ge is less than the threshold value Th2, and when it is determined that the estimated value Ge is less than the threshold value Th2 (No in step S304), the second correction process operation flag Fra. Is set to the non-set state, and the second correction process is terminated (step S306).

At this time, when the driver suddenly removes his or her foot from the accelerator pedal 8 and the estimated value Ge suddenly changes from a value equal to or greater than the threshold Th2 to “0”, the first correction processing operation flag Fra is set. Thus, the first correction process is performed. In addition, the constant speed running control is started by releasing the foot from the accelerator pedal 8, and the immediately preceding estimated value Ge is held as the estimated value Ge ′ for constant speed running control. Further, when the constant speed traveling control is started, the flag Fa is set thereafter, and the rolling resistance component R1 and the air resistance component R2 become zero.
When the first correction process is started, when the vehicle speed command value Vout is outside the range of c2 to c1 in the correction amount map 14C, the reference vehicle speed Vc is set to the actual vehicle speed by the first correction amount Gr other than “0”. When the correction is made so as to approach Vd and is within the range of c2 to c1, the first correction amount Gr becomes “0”, so that the correction is not substantially performed.

In this way, when the driver depresses the accelerator pedal 8, a large estimated value Ge is generated on the acceleration side, and a motor output for achieving the reference vehicle speed Vc is obtained based on the output limit value or the output limit value of the electric motor 2. Even in such a situation, the reference vehicle speed Vc is corrected so as to approach the actual vehicle speed Vd by the second correction process. As a result, the reference vehicle speed Vc can be corrected so that the vehicle speed command value Vout is a value within the range of d2 to d1, and in such a situation, the driver suddenly accelerates with the intention of stopping the acceleration. Even when the foot is released from the pedal 8, the difference between the reference vehicle speed Vc and the actual vehicle speed Vd can be reduced. That is, the actual vehicle speed Vd can be rapidly converged to the reference vehicle speed Vc compared with the case where the correction is not performed, so that it is possible to shorten the acceleration control time against the driver's intention. In addition, in the present embodiment, since the first correction process is also performed, it is possible to more reliably shorten the acceleration control time against the driver's intention.

Next, based on FIG. 27, a specific operation example in a case where the accelerator pedal 8 is suddenly released from a state in which the driver depresses the accelerator pedal 8 greatly on a steep uphill will be described in comparison with a conventional example.
FIGS. 27A and 27B show an estimated value (driver acceleration / deceleration request value) Ge, a reference vehicle speed (target vehicle speed) Vc, and a vehicle speed detection signal (actual vehicle speed) according to the accelerator operation according to the related art and the present embodiment. It is a wave form diagram which shows each time change of Vd. Note that the broken line in FIG. 27 is the actual vehicle speed Vd, and the solid line is the reference vehicle speed Vc.

As shown in FIG. 27 (a), in a conventional vehicle, when the vehicle climbs an uphill in a state where the driver depresses the accelerator pedal greatly on a steep uphill, the driver according to the amount of depression. The acceleration / deceleration request value Ge also becomes a large value, and the reference vehicle speed Vc also becomes large. As a result, the motor output for bringing the actual vehicle speed Vd close to the reference vehicle speed Vc cannot be obtained by the output limit value or the output limit value of the electric motor 2, and the range surrounded by the left circle in FIG. As shown, the difference between the reference vehicle speed Vc and the actual vehicle speed Vc increases. When the driver suddenly removes his / her foot from the accelerator pedal at time t1, the immediately preceding driver acceleration / deceleration request value Ge is held as the driver acceleration / deceleration request value Ge ′ for constant speed traveling control. Therefore, when the constant speed traveling control is started, as shown in the circled area on the right side of FIG. 27A, the difference between the reference vehicle speed Vc and the actual vehicle speed Vd becomes large, and the actual vehicle speed Vd becomes the reference vehicle speed. It takes time from time t1 to time t3 to converge to Vc. Therefore, the driver feels uncomfortable because the acceleration control is performed between the times t1 and t3 even though the driver has lifted his / her foot from the accelerator pedal with the intention of stopping the acceleration.

On the other hand, as shown in FIG. 27 (b), in the vehicle 1 of the present embodiment, the estimated value Ge is equal to or greater than the threshold value Th2 during the period from time t0 to t1, so the second correction processing operation flag Fra is set. Thus, the second correction process is activated. Therefore, in the prior art, in a situation where the motor output for making the actual vehicle speed Vd close to the reference vehicle speed Vc cannot be obtained due to the output limit value or the output limit value of the electric motor 2, the correction is made so that the actual vehicle speed Vd approaches the reference vehicle speed Vc. Is done. Therefore, the difference between the reference vehicle speed Vc and the actual vehicle speed Vd becomes small as shown in the circled range on the left side of FIG. Thereafter, when the driver suddenly removes his / her foot from the accelerator pedal at time t1, the immediately preceding driver acceleration / deceleration request value Ge is held as the driver acceleration / deceleration request value Ge ′ for constant speed traveling control. Therefore, when the constant speed running control is started, the actual vehicle speed Vd is changed to the reference vehicle speed Vc at the time t2 (t2 <t3) as shown in the circled area on the right side of FIG. Converge. Specifically, it converges faster by the time period td3 compared to the prior art.
In the example shown in FIG. 27 (b), the deviation between the reference vehicle speed Vc and the actual vehicle speed Vd is sufficiently small (within the range of c2 to c1) at the time of shifting to the constant speed traveling control. Therefore, only the second correction process is performed.

From the above, by performing the second correction process, it is possible to reduce the period during which the acceleration control occurs compared to the conventional technique, and thus it is possible to reduce the uncomfortable feeling felt by the driver.
Here, in this embodiment, the driver acceleration / deceleration request estimation unit 6A corresponds to the acceleration / deceleration request detection unit, the reference vehicle model 10 corresponds to the control target value calculation unit, and the vehicle speed sensor 7 corresponds to the actual measurement value detection unit. .
In the present embodiment, the correction amount calculation unit 6C and the reference vehicle model 10 correspond to the control target value correction unit, and the subtractor 11, the vehicle speed servo 6D, and the adder 6E include the acceleration / deceleration control unit and the constant speed traveling control unit. The accelerator pedal 8 corresponds to the accelerator operation unit.

(Effect of 4th Embodiment)
In addition to the effects of the first to third embodiments, the present embodiment has the following effects.
(1) It is determined that the correction amount calculation unit 6C and the reference vehicle model 10 are in a state where there is a driver acceleration / deceleration request based on the estimated value Ge, and the vehicle speed command value Vout (or “target acceleration Gc−actual acceleration”). Gd ") is used in acceleration / deceleration control when it is determined that the value exceeds a preset allowable deviation threshold (d2 or less or d1 or more) based on the output characteristics (output limit value or output limit value) of the electric motor 2 The reference vehicle speed Vc (or reference acceleration Gc) is approximated to the actual vehicle speed Vd (or actual acceleration Gd) with a correction amount Gr corresponding to the magnitude of the vehicle speed command value Vout (or “target acceleration Gc−actual acceleration Gd”). A correction process (second correction process) to be corrected is performed.

That is, for example, when the driver depresses the accelerator pedal 8, a large estimated value Ge is generated on the acceleration side, and the motor for achieving the reference vehicle speed Vc (or reference acceleration Gc) by the output limit value or output limit value of the electric motor 2. Even in a situation where the output cannot be obtained, the reference vehicle speed Vc (or reference acceleration Gc) is corrected so as to approach the actual vehicle speed Vd (or actual acceleration Gd) by the second correction process. As a result, the reference vehicle speed Vc (or reference acceleration Gc) and the vehicle speed command value Vout (or “target acceleration Gc−actual acceleration Gd”) within the range of d2 to d1 (or the output of the electric motor 2 with respect to the reference acceleration Gc). Can be corrected so as to be within the range that can be followed. Therefore, in such a situation, even when the driver suddenly removes his or her foot from the accelerator pedal 8 in order to stop acceleration, the reference vehicle speed Vc (or reference acceleration Gc) and the actual vehicle speed Vd (or actual acceleration Gd) As a result, the actual vehicle speed Vd (or the actual acceleration Gd) can be quickly converged to the reference vehicle speed Vc (or the reference acceleration Gc) as compared with the case where the difference is not corrected. .

(2) The correction amount calculation unit 6C and the reference vehicle model 10 are positive and negative numerical values in which the vehicle speed command value Vout (or “target acceleration Gc−actual acceleration Gd”) includes a preset 0 in the second correction process. If it is determined that the value is within the allowable output range, the correction amount Gr of the reference vehicle speed Vc (or reference acceleration Gc) is set to 0 or a value within a numerical range preset as a range of values near 0. To do.
As a result, it is possible to prevent the standard vehicle speed Vc (or the standard acceleration Gc) from being corrected, for example, until it matches the actual vehicle speed Vd (or the actual acceleration Gd). An effect is obtained in that it is possible to prevent a vehicle behavior that does not match the intention of deceleration.

(3) When the correction amount calculation unit 6C and the reference vehicle model 10 are in the second correction process, the vehicle speed command value Vout (or “target acceleration Gc−actual acceleration Gd”) is outside the allowable output range (outside the range of d2 to d1). If the vehicle speed command value Vout (or “target acceleration Gc−actual acceleration Gd”) before and after the correction matches the correction amount Gr of the reference vehicle speed Vc (or reference acceleration Gc), The corrected vehicle speed command value Vout (or “target acceleration Gc−actual acceleration Gd”) is set to a correction amount that is a value within the allowable output range.
As a result, after the correction, the output of the electric motor 2 can follow the reference vehicle speed Vc, so that the effect of shortening the acceleration control time against the driver's intention to stop the acceleration can be obtained. .

(4) The correction amount calculation unit 6C and the reference vehicle model 10 are positive and negative numerical values in which the vehicle speed command value Vout (or “target acceleration Gc−actual acceleration Gd”) includes a preset 0 in the first correction process. If it is determined that the value is within the dead band range (c2 to c1), the correction amount Gr of the reference vehicle speed Vc (or reference acceleration Gc) is set to 0 or a numerical range set in advance as a range of values close to 0 The value in Further, the allowable output range (d2 to d1) was set to a numerical range including the dead band range (c2 to c1).
As a result, it is possible to prevent the second correction process from operating within the dead zone range (c2 to c1) of the first correction process.

(5) The driver acceleration / deceleration request estimation unit 6A estimates an acceleration / deceleration request value indicating the driver's acceleration / deceleration request. The reference vehicle model 10 determines the reference vehicle speed (target vehicle speed) Vc of the automobile 1 based on the estimated value Ge of the driver acceleration / deceleration request value estimated by the driver acceleration / deceleration request estimation unit 6A. The vehicle speed sensor 7 detects the actual vehicle speed Vd. The subtractor 11, the vehicle speed servo 6D, and the adder 6E perform acceleration / deceleration control on the vehicle 1 so that the actual vehicle speed Vc matches the reference vehicle speed Vc, and from a state in which there is a driver acceleration / deceleration request based on the estimated value Ge. If it is determined that the driver has changed to a state where there is no acceleration / deceleration request, the vehicle speed is automatically controlled regardless of the driver's operation based on an estimated value Ge at a preset time before the time of change. Implement control. Based on the estimated value Ge, the correction amount calculation unit 6C and the reference vehicle model 10 are determined to be in a state where there is a driver acceleration / deceleration request, and the vehicle speed command value Vout is the output characteristic (output limit value) of the electric motor 2. Or a reference vehicle speed Vc used for acceleration / deceleration control according to the magnitude of the vehicle speed command value Vout. A correction process (second correction process) is performed to correct the correction amount Gr so as to approach the actual vehicle speed Vd.

That is, for example, the driver depresses the accelerator pedal 8 and a large estimated value Ge is generated on the acceleration side, so that the motor output for achieving the reference vehicle speed Vc cannot be obtained by the output limit value or the output limit value of the electric motor 2. Even in such a situation, the reference vehicle speed Vc is corrected so as to approach the actual vehicle speed Vd by the second correction process. As a result, the reference vehicle speed Vc can be corrected so that the vehicle speed command value Vout is a value within the range of d2 to d1. Therefore, in such a situation, even when the driver suddenly removes his or her foot from the accelerator pedal 8 with the intention of stopping the acceleration, the difference between the reference vehicle speed Vc and the actual vehicle speed Vd can be reduced, so no correction is made. Compared to the case, an effect is obtained in which the actual vehicle speed Vd can be rapidly converged to the reference vehicle speed Vc.

(6) The driver acceleration / deceleration request estimation unit 6A estimates an acceleration / deceleration request value indicating the driver's acceleration / deceleration request. The reference vehicle model 10 obtains the reference acceleration (target acceleration) Gc of the automobile 1 based on the estimated value Ge of the driver acceleration / deceleration request value estimated by the driver acceleration / deceleration request estimation unit 6A. The acceleration sensor detects the actual acceleration Gd. The subtractor 11, the vehicle speed servo 6D, and the adder 6E perform acceleration / deceleration control on the automobile 1 so that the actual acceleration Gc coincides with the reference acceleration Gc, and from the state where there is a driver acceleration / deceleration request based on the estimated value Ge. If it is determined that the driver has changed to a state where there is no acceleration / deceleration request, the vehicle speed is automatically controlled regardless of the driver's operation based on an estimated value Ge at a preset time before the time of change. Implement control. Based on the estimated value Ge, the correction amount calculation unit 6C and the reference vehicle model 10 are determined to be in a state where there is a driver acceleration / deceleration request, and “target acceleration Gc−actual acceleration Gd” is output from the electric motor 2. If it is determined that the value is equal to or greater than a preset allowable deviation threshold based on the characteristic (output limit value or output limit value), the reference acceleration Gc used in the acceleration / deceleration control is set to the magnitude of “target acceleration Gc−actual acceleration Gd”. A correction process (second correction process) is performed to correct the actual acceleration Gd so as to approach the actual acceleration Gd with the correction amount Gr according to the above.

That is, for example, a large estimated value Ge is generated on the acceleration side when the driver depresses the accelerator pedal 8, and the motor output for achieving the reference acceleration Gc is not obtained by the output limit value or the output limit value of the electric motor 2. Even in such a situation, the reference acceleration Gc is corrected so as to approach the actual acceleration Gd by the second correction process. Accordingly, the reference acceleration Gc can be corrected so that “target acceleration Gc−actual acceleration Gd” is a value within a range in which the output of the electric motor 2 can follow the reference acceleration Gc. Therefore, in such a situation, even when the driver suddenly removes his or her foot from the accelerator pedal 8 in order to stop acceleration, the difference between the reference acceleration Gc and the actual acceleration Gd can be reduced, and thus no correction is made. Compared to the case, the effect is obtained that the actual acceleration Gd can be quickly converged to the reference acceleration Gc.

(Fifth embodiment)
Next, based on FIG. 28 thru | or FIG. 30, 5th Embodiment of this invention is described. In addition, the same code | symbol is attached | subjected to the structure similar to the said 1st thru | or 4th embodiment, and the overlapping description is abbreviate | omitted.
In the present embodiment, in the second correction process, the correction amount Gr read from the reference correction amount map 14E is used as a correction amount corresponding to the estimated value Ge of the driver acceleration / deceleration request value and the magnitude of the actual vehicle speed Vd. The difference from the fourth embodiment is that correction is performed with a correction amount according to the above.
FIG. 28 is a block diagram illustrating a functional configuration of the correction amount calculation unit 6C according to the present embodiment.
That is, as shown in FIG. 28, the correction amount calculation unit 6C of the present embodiment has a correction gain map 15A that is map data of the correction gain Gv corresponding to the magnitude of the actual vehicle speed Vd and the absolute value of the estimated value Ge | And a correction gain map 15B which is map data of the correction gain Gg corresponding to the magnitude of Ge |.

FIG. 29 is a diagram illustrating an example of a correction gain map 15A corresponding to the actual vehicle speed Vd.
As shown in FIG. 29, the correction gain map 15A has a preset gain larger than 0 when the actual vehicle speed Vd is 0, and the correction gain Gv is also a logarithmic function as the actual vehicle speed Vd increases. It has a characteristic of increasing and eventually approaching the maximum value.

FIG. 30 is a diagram illustrating an example of the correction gain map 15B corresponding to the absolute value of the estimated value Ge.
As shown in FIG. 30, the correction gain map 15B has a preset gain larger than 0 when the absolute value | Ge | of the estimated value Ge is 0, and the logarithm as the absolute value | Ge | As a function, the correction gain Gg also increases and finally has a characteristic of asymptotically approaching the maximum value.
The correction amount calculation unit 6C includes a correction amount map 14E1 as a reference correction amount map.
In addition to the vehicle speed command value Vout, the correction amount determination unit 13 of the present embodiment is supplied with a vehicle speed detection signal Vd output from the vehicle speed sensor 7 and an estimated value Ge output from the driver acceleration / deceleration request estimation unit 6A. It has come to be.

When the second correction process is performed, the correction amount determination unit 13 reads the correction gain Gv corresponding to the magnitude of the actual vehicle speed Vd from the correction gain map 15A, and the magnitude of the absolute value | Ge | from the correction gain map 15B. The correction gain Gg corresponding to is read. Then, the correction amount determination unit 13 multiplies the read correction gain Gv and Gg by the second correction amount Gr read from the correction amount map 14E1, and calculates a command value for the second correction amount Gr after multiplication. Supply to unit 6B.
Thus, in the reference vehicle model 10 of the command value calculation unit 6B, the reference vehicle speed Vc is calculated based on the estimated value Ge, the corrected second correction amount Gr, the rolling resistance component R1, and the air resistance component R2. The

(Operation)
Next, the operation will be described.
When the correction amount determination unit 13 of the correction amount calculation unit 6C determines that the second correction processing operation flag Fra is in the set state (Yes in step S412), the correction amount determination unit 13C based on the vehicle speed command value Vout supplied from the command value calculation unit 6B. Then, the second correction amount Gr corresponding to the magnitude of the vehicle speed command value Vout is acquired from the correction amount map 14E1. At this time, if the vehicle speed command value Vout is within the range of d2 to d1 in the correction amount map 14E1, “0” is acquired as the second correction amount Gr. On the other hand, if the vehicle speed command value Vout is outside the range of d2 to d1, that is, within the range where the output limit value or output limit value of the electric motor 2 is exceeded, a value other than “0” is acquired. Next, the correction amount determination unit 13 reads the correction gain Gv corresponding to the magnitude of the actual vehicle speed Vd from the correction gain map 15A, and sets the absolute value | Ge | of the estimated value Ge from the correction gain map 15B. The corresponding correction gain Gg is read out. Then, the second correction amount Gr read from the correction amount map 14E1 is multiplied by the read correction gain Gv and Gg, and the second correction amount Gr after multiplication is supplied to the command value calculation unit 6B (step S1). S414).

When the vehicle speed command value Vout is outside the range of d2 to d1, in the reference vehicle model 10 of the command value calculation unit 6B, the actual vehicle speed is based on the supplied second correction amount Gr, estimated value Ge, and resistance components R1 and R2. The reference vehicle speed Vc corrected so as to approach Vd is obtained (step S416). Further, the vehicle speed command value Vout is calculated based on the corrected standard vehicle speed Vc and the vehicle speed detection signal Vd. The vehicle speed command value Vout is supplied to the vehicle speed servo 6D and the correction amount calculation unit 6C. The vehicle speed servo 6D outputs an assist torque Gout based on the vehicle speed command value Vout. Finally, a command current Iout is generated via the adder 6E, and the command current Iout is output to the electric motor 2.

Therefore, the electric motor 2 has a command current obtained by adding the estimated value Ge indicating the acceleration / deceleration request by the driver and the vehicle speed command value Vout necessary for making the actual vehicle speed coincide with the corrected standard vehicle speed Vc. It is driven to rotate by Iout.
The correction process of the reference vehicle speed Vc is repeatedly performed until the estimated value Ge is less than the threshold value Th2, and when it is determined that the estimated value Ge is less than the threshold value Th2 (No in step S304), the second correction process operation flag Fra. Is set to the non-set state, and the second correction process is terminated (step S306).

The degree of deviation between the reference vehicle speed Vc and the actual vehicle speed Vd varies depending on the magnitude of the actual vehicle speed Vd and the estimated value Ge. In the present embodiment, with respect to the second correction amount Gr read from the correction amount map 14E1, the correction gain Gv corresponding to the magnitude of the actual vehicle speed Vd and the magnitude of the absolute value | Ge | Since the correction gain Gg is multiplied, the deviation between the reference vehicle speed Vc and the actual vehicle speed Vd can be reduced with an appropriate correction amount. As a result, the divergence between the reference vehicle speed Vc and the actual vehicle speed Vd can be reduced in a shorter time.

(Effect of 5th Embodiment)
This embodiment has the following effects in addition to the effects of the first to fourth embodiments.
(1) The second correction amount Gr, which is the correction amount of the reference vehicle speed Vc (or the reference acceleration Gc) used by the correction amount calculation unit 6C and the reference vehicle model 10 in the second correction processing, is calculated as the absolute value | Ge Correction is performed with a correction gain Gg corresponding to the magnitude of |.
Since the degree of deviation between the reference vehicle speed Vc (or reference acceleration Gc) and the actual vehicle speed Vd (or actual acceleration Gd) differs depending on the magnitude of the estimated value Ge, it depends on the magnitude of the absolute value | Ge | By correcting the second correction amount Gr with the correction gain Gg, the deviation between the reference vehicle speed Vc (or reference acceleration Gc) and the actual vehicle speed Vd (or actual acceleration Gd) can be corrected with an appropriate correction amount. As a result, it is possible to reduce the difference between the reference vehicle speed Vc (or reference acceleration Gc) and the actual vehicle speed Vd (or actual acceleration Gd) in a shorter time.

(2) The correction amount calculation unit 6C and the reference vehicle model 10 set the second correction amount Gr, which is the correction amount of the reference vehicle speed Vc (or reference acceleration Gc) in the second correction process, according to the magnitude of the actual vehicle speed Vd. Correction is performed with the correction gain Gv.
Since the degree of deviation between the reference vehicle speed Vc (or reference acceleration Gc) and the actual vehicle speed Vd (or actual acceleration Gd) differs depending on the magnitude of the actual vehicle speed Vd (or actual acceleration Gd), the actual vehicle speed Vd (or actual acceleration Gd) is different. ) By correcting the second correction amount Gr with a correction gain Gv corresponding to the magnitude of the reference vehicle speed Vc (or reference acceleration Gc) and the actual vehicle speed Vd (or actual acceleration Gd) with an appropriate correction amount. It can be corrected. As a result, it is possible to reduce the difference between the reference vehicle speed Vc (or reference acceleration Gc) and the actual vehicle speed Vd (or actual acceleration Gd) in a shorter time.

(Modification)
In each of the above embodiments, the case where the vehicular driving support apparatus and the vehicle according to the present invention are applied to a so-called electric vehicle using the electric motor 2 as a power source is described, but the present invention is not limited thereto. The present invention can be applied even to an automobile using an internal combustion engine as a power source or a hybrid vehicle including an internal combustion engine and an electric motor.
In the above embodiments, the rolling resistance component R1 and the air resistance component R2 are set to 0 when the flag Fa is set. However, the present invention is not limited to this. Control that sets a slightly large value may be used.

Further, in each of the above-described embodiments, the sudden change of the estimated value Ge from a value equal to or greater than the threshold Th2 or a value equal to or less than the threshold Th4 to “0” is set as the operation start condition of the first correction process. Absent. For example, when the estimated value Ge is equal to or greater than the threshold Th2 or when the time when the estimated value Ge changes from a value equal to or less than the threshold Th4 to “0” is equal to or less than a preset threshold, other configurations may be used. Good.
In each of the above embodiments, the driver acceleration / deceleration request value is estimated based on the accelerator operation amount and the brake operation amount detected by the accelerator operation detection device 9 and the brake operation detection device 21. Not exclusively. If the driver acceleration / deceleration request value can be estimated, for example, the estimated value may be obtained based on the operation amount of a steering switch, a joystick, or the like.

Further, in each of the above embodiments, the standard vehicle speed Vc is corrected using the various correction amount maps 14E (14E1, 14E2) for the electric motor 2, but the model and configuration of the drive device to be corrected Since the output limit value or the output limit value differs depending on the etc., the content of the correction amount map may be changed according to the model, configuration, or the like. For example, the electric motor is configured to use the correction amount map shown in FIG. 31A, and the engine is configured to use the correction amount map shown in FIG. 31B. In addition, a correction amount map having different contents depending on the model of the driving device is used.

The above embodiments are preferable specific examples of the present invention, and various technically preferable limitations are given. However, the scope of the present invention is described in particular in the above description to limit the present invention. As long as there is no, it is not restricted to these forms. In the drawings used in the above description, for convenience of illustration, the vertical and horizontal scales of members or parts are schematic views different from actual ones.
In addition, the present invention is not limited to the above-described embodiments, and modifications, improvements, equivalents, and the like within the scope that can achieve the object of the present invention are included in the present invention.
As described above, the entire contents of the Japanese Patent Application P2012-226607 (filed on October 12, 2012) to which the present application claims priority are incorporated herein by reference.
Although the present invention has been described with reference to a limited number of embodiments, the scope of rights is not limited thereto, and modifications of each embodiment based on the above disclosure will be obvious to those skilled in the art.

DESCRIPTION OF SYMBOLS 1 Car 2 Electric motor 3 Transmission 4 Drive shaft 5 Drive wheel 6 Controller 6A Driver acceleration / deceleration request estimation part 6B Command value calculation part 6C Correction amount calculation part 6D Vehicle speed servo 6E Adder 7 Vehicle speed sensor 8 Accelerator pedal 9 Accelerator operation detection device 10 reference vehicle model 10a rolling resistance component storage unit 10b air resistance component setting unit

10c selection unit

10d setting unit 10e flag setting unit 10f adder 10g divider 10h integrator 11 subtractor 12 correction processing operation flag setting unit 13 correction amount determination unit 14

Correction amount map

15A, 15B Correction gain map 20 Brake pedal 21 Brake operation detection device 30 Steering column 30a Handle 31 Handle operation detection device 32 Turning assist torque calculator

Claims

An acceleration / deceleration request detector for estimating or detecting an acceleration / deceleration request value indicating an acceleration / deceleration request of the driver;
A target vehicle speed calculation unit for obtaining a target vehicle speed that is a control target value based on the acceleration / deceleration request value estimated or detected by the acceleration / deceleration request detection unit;
An actual vehicle speed detector for estimating or detecting an actual vehicle speed of the vehicle having the same physical quantity as the control target value;
An acceleration / deceleration control unit that performs acceleration / deceleration control on the vehicle based on the target vehicle speed and the actual vehicle speed so that the actual vehicle speed matches the target vehicle speed;
Based on the acceleration / deceleration request value, when it is determined that the driver's acceleration / deceleration request is changed to a state where there is no driver's acceleration / deceleration request, the acceleration / deceleration request value at a preset time point before the change point is obtained. Based on the acceleration / deceleration control, a constant speed traveling control unit that performs constant speed traveling control that automatically controls the vehicle speed without depending on the operation of the driver;
If it is determined based on the acceleration / deceleration request value that the driver's acceleration / deceleration request is suddenly changed to a state where there is no driver's acceleration / deceleration request, the target vehicle speed used for the constant speed traveling control is set to the target vehicle speed and the actual vehicle. And a control target value correction unit that performs a first correction process that corrects the actual vehicle speed so as to approach the actual vehicle speed by a correction amount corresponding to the magnitude of the deviation from the speed.
An acceleration / deceleration request detector for estimating or detecting an acceleration / deceleration request value indicating an acceleration / deceleration request of the driver;
A target acceleration calculation unit for obtaining a target acceleration which is a control target value based on the acceleration / deceleration request value estimated or detected by the acceleration / deceleration request detection unit;
An actual acceleration detector for estimating or detecting an actual acceleration of the vehicle having the same physical quantity as the control target value;
An acceleration / deceleration control unit that performs acceleration / deceleration control on the vehicle based on the target acceleration and the actual acceleration so that the actual acceleration matches the target acceleration;
Based on the acceleration / deceleration request value, when it is determined that the driver's acceleration / deceleration request is changed to a state where there is no driver's acceleration / deceleration request, the acceleration / deceleration request value at a preset time point before the change point is obtained. Based on the acceleration / deceleration control, a constant speed traveling control unit that performs constant speed traveling control that automatically controls the vehicle speed without depending on the operation of the driver;
If it is determined based on the acceleration / deceleration request value that there is a sudden change from a state in which there is a driver acceleration / deceleration request to a state in which there is no driver acceleration / deceleration request, the target acceleration used for the constant speed traveling control is determined as the target acceleration and the actual acceleration. And a control target value correction unit that performs a first correction process that corrects the actual acceleration so as to approach the actual acceleration with a correction amount corresponding to the magnitude of the deviation from the acceleration.
The constant speed traveling control unit has no acceleration / deceleration request of the driver set in advance from a value greater than or equal to a preset first threshold value in the numerical range when the acceleration / deceleration request value is present. When it is determined that the value has changed to a value indicating the state, the constant speed traveling control is performed,
The control target value correcting unit is a value indicating that the driver does not request acceleration / deceleration from a value that is equal to or greater than a preset second threshold value in a numerical range when the acceleration / deceleration request value is present. The vehicle travel support apparatus according to claim 1, wherein when it is determined that the vehicle suddenly changes, the first correction process is performed.
The vehicle travel support apparatus according to claim 3, wherein the second threshold value is larger than the first threshold value.
The control target value correcting unit is suddenly changed when the driver changes from a state where acceleration / deceleration is requested to a state where there is no acceleration / deceleration request from the driver at a time equal to or less than a preset change time upper limit value. The vehicle travel support device according to any one of claims 1 to 4, wherein the vehicle travel support device is determined.
The vehicular travel support apparatus according to any one of claims 1 to 5, wherein, in the first correction process, an upper limit value is provided for a correction amount of the control target value.
The vehicular travel support apparatus according to any one of claims 1 to 6, wherein the control target value correction unit performs the first correction process only during a preset time period.
The vehicle includes a brake operation unit and an accelerator operation unit,
The control target value correction unit is configured to change the length of the time period into the first correction process generated by an operation of the brake operation unit of the driver and the first correction process generated by an operation of the accelerator operation unit of the driver. The vehicular travel support apparatus according to claim 7, wherein the vehicular travel support apparatus is set independently of each other.
The vehicle includes a brake operation unit and an accelerator operation unit,
The control target value correction unit generates correction amount data used for correction of the control target value by the first correction process generated by the driver's operation of the brake operation unit and the driver's operation of the accelerator operation unit. The vehicular travel support apparatus according to any one of claims 1 to 8, wherein the vehicular travel support apparatus is set independently for each of the first correction processes.
When the control target value correcting unit determines in the first correction process that the deviation is a value within a dead band range that is a positive / negative numerical value range including a preset 0, the control target value correction The vehicle travel support apparatus according to any one of claims 1 to 9, wherein the amount is set to 0 or a value within a numerical range set in advance as a range of values close to 0.
The control target value correction unit is determined based on the acceleration / deceleration request value to be in a state where a driver's acceleration / deceleration request is present, and the deviation is set in advance based on an output characteristic of a driving device provided in the vehicle. When it is determined that the value is equal to or greater than the allowable deviation threshold, the control target value used in the acceleration / deceleration control is corrected so as to approach the same physical quantity as the control target value with a correction amount according to the magnitude of the deviation. The vehicle travel support apparatus according to claim 1, wherein correction processing is performed.
The said control target value correction part correct | amends the correction amount of the said control target value used by a said 2nd correction process with the correction amount according to the magnitude | size of the said acceleration / deceleration request value. Vehicle travel support device.
An actual vehicle speed detector for estimating or detecting the actual vehicle speed of the vehicle;
The said control target value correction part correct | amends the correction amount of the said control target value in a said 2nd correction process with the correction amount according to the magnitude | size of the said actual vehicle speed, The Claim 11 or 12 characterized by the above-mentioned. A vehicle travel support device.
When the control target value correcting unit determines in the second correction process that the deviation is a value within an allowable output range that is a positive / negative numerical value range including a preset 0, the control target value The vehicle travel support apparatus according to any one of claims 11 to 13, wherein the correction amount is set to 0 or a value within a numerical range set in advance as a range of values close to 0.
When the control target value correction unit determines that the deviation is a value outside the allowable output range in the second correction process, the control target value correction unit calculates the control target value correction amount before and after the correction and the physical amount. 15. The correction amount is such that the sign of the difference between and a deviation coincides with each other, and the deviation between the corrected control target value and the physical quantity becomes a value within the allowable output range. Vehicle travel support device.
When the control target value correcting unit determines in the first correction process that the deviation is a value within a dead band range that is a positive / negative numerical value range including a preset 0, the control target value correction The amount is set to a value within a numerical range set in advance as a range of 0 or a neighborhood value of 0,
The vehicular driving support apparatus according to claim 14 or 15, wherein the allowable output range is set to a numerical value range including the dead zone range.
An acceleration / deceleration request detector for estimating or detecting an acceleration / deceleration request value indicating an acceleration / deceleration request of the driver;
A target vehicle speed calculation unit for obtaining a target vehicle speed that is a control target value based on the acceleration / deceleration request value estimated or detected by the acceleration / deceleration request detection unit;
An actual vehicle speed detector for estimating or detecting an actual vehicle speed of the vehicle having the same physical quantity as the control target value;
An acceleration / deceleration control unit that performs acceleration / deceleration control on the vehicle so that the actual measurement value matches the control target value;
Based on the acceleration / deceleration request value, when it is determined that the driver's acceleration / deceleration request is changed to a state where there is no driver's acceleration / deceleration request, the acceleration / deceleration request value at a preset time point before the change point is obtained. Based on the acceleration / deceleration control, a constant speed traveling control unit that performs constant speed traveling control that automatically controls the vehicle speed without depending on the operation of the driver;
Based on the acceleration / deceleration request value, it is determined that the driver has requested acceleration / deceleration, and the deviation between the target vehicle speed and the actual vehicle speed is set in advance based on the output characteristics of the drive device provided in the vehicle. When it is determined that the value is equal to or greater than an allowable deviation threshold value, a second correction process is performed to correct the target vehicle speed used in the acceleration / deceleration control so that the target vehicle speed approaches the actual vehicle speed by a correction amount corresponding to the magnitude of the deviation. A vehicle travel support apparatus characterized by the above.
An acceleration / deceleration request detector for estimating or detecting an acceleration / deceleration request value indicating an acceleration / deceleration request of the driver;
A target acceleration calculation unit for obtaining a target acceleration which is a control target value based on the acceleration / deceleration request value estimated or detected by the acceleration / deceleration request detection unit;
An actual acceleration detector for estimating or detecting an actual acceleration of the vehicle having the same physical quantity as the control target value;
An acceleration / deceleration control unit that performs acceleration / deceleration control on the vehicle so that the actual acceleration matches the target acceleration;
Based on the acceleration / deceleration request value, when it is determined that the driver's acceleration / deceleration request is changed to a state where there is no driver's acceleration / deceleration request, the acceleration / deceleration request value at a preset time point before the change point is obtained. Based on the acceleration / deceleration control, a constant speed traveling control unit that performs constant speed traveling control that automatically controls the vehicle speed without depending on the operation of the driver;
Based on the acceleration / deceleration request value, it is determined that the driver has requested acceleration / deceleration, and a deviation between the target acceleration and the acceleration is set in advance based on an output characteristic of a driving device included in the vehicle. When it is determined that the value is equal to or greater than a deviation threshold value, the second correction process is performed to correct the target acceleration used in the acceleration / deceleration control so that the target acceleration approaches the actual acceleration with a correction amount corresponding to the magnitude of the deviation. A vehicular travel support apparatus.