JP5018320B2 - Vehicle travel control apparatus and method - Google Patents

Description

  The present invention relates to a travel control device that controls braking / driving force such as a constant speed travel control device and a follow-up travel control device so that its own vehicle speed matches a target vehicle speed, and a method thereof.

In driving control devices that control braking / driving force so that the target vehicle speed matches the target vehicle speed, such as a constant-speed driving control device and a follow-up driving control device, a driving force command value equivalent to the vehicle speed deviation according to the deviation between the target vehicle speed and the vehicle speed. And a driving force command value corresponding to the running resistance is calculated from the running resistance map corresponding to the vehicle speed . Then, the final driving force command value (braking / driving force command value) is calculated by adding the driving force command value corresponding to the vehicle speed deviation and the driving force command value corresponding to the running resistance. At this time, since the driving force command value corresponding to the vehicle speed deviation is a value corresponding to the deviation between the target vehicle speed and the vehicle speed, it decreases as the vehicle speed increases. On the other hand, as the vehicle speed increases, the driving force command value corresponding to the running resistance increases.

Here, as a method of calculating the known vehicle speed cruise control system and following distance control device, which the vehicle speed of the right and left average wheel speeds of the driven wheels, which vehicle speed right and left average wheel speed of the driving wheels, one wheel The vehicle speed is the vehicle speed, or the vehicle speed is calculated from the rotation speed of the propeller shaft (see, for example, Patent Documents 1 and 2).
JP-A-8-40231 JP 2002-192981 A

In the prior art, it has a vehicle speed used for calculating the driving force command value corresponding to the vehicle speed difference, and a vehicle speed used for calculating the running resistance corresponding driving force command value, the same value calculated from the detection value of the sensor of the wheel speed, etc. . As a result, when the vehicle speed calculation value is calculated to be smaller than the true value due to a failure of the sensor such as the wheel speed, the driving force command value corresponding to the vehicle speed deviation becomes excessive, and the driving force command value corresponding to the running resistance becomes excessively small. Become. As a result, from the relationship between the increase amount of the driving force command value corresponding to the vehicle speed deviation and the decrease amount of the driving force command value corresponding to the running resistance, the travel control may eventually be performed with an excessive driving force command value. is there. In such a case, the vehicle speed becomes excessive or the vehicle is unexpectedly accelerated, which causes problems such as an uncomfortable feeling to the driver and a deterioration in riding comfort.

A similar problem occurs when the calculated vehicle speed is larger than the true value due to a sensor failure such as wheel speed. That is, when the vehicle speed calculation value is calculated to be larger than the true value due to a sensor failure such as wheel speed, the driving force command value corresponding to the vehicle speed deviation becomes too small, and the driving force command value corresponding to the running resistance becomes excessive. . At this time, finally, traveling control is performed with an excessive driving force command value from the relationship between the decrease amount of the driving force command value corresponding to the vehicle speed deviation and the increasing amount of the driving force command value corresponding to the traveling resistance.
An object of the present invention is to realize optimum traveling control even when a sensor such as a wheel speed is broken.

In order to solve the above problems, the present invention is based on the values for the calculation of a plurality of vehicle speed detected by the detecting means, the vehicle speed for calculating the driving force command value corresponding to the vehicle speed deviation is calculated as a larger value with, based on the values for the calculation of a plurality of vehicle speed detected by the detecting means, the vehicle speed for calculating the running resistance corresponding driving force command value is calculated as a smaller value.

According to the present invention, even when the detection means for detecting a value for calculating the vehicle speed fails, the vehicle speed for calculating the driving force command value corresponding to the vehicle speed difference, and calculates as a value larger than the running resistance equivalent By calculating the vehicle speed for calculating the driving force command value as a smaller value, it is possible to prevent the driving force command value corresponding to the vehicle speed deviation and the driving force command value corresponding to the running resistance from being excessively greater than the true value. It is possible to prevent the final driving force control value that is an added value of the driving force command value corresponding to the vehicle speed deviation and the driving force command value corresponding to the running resistance from becoming excessive.

Further, even when the detection means for detecting a value for calculating the vehicle speed fails, also see the value that is detection means detects, for calculating the driving force command value corresponding to the vehicle speed deviation speed and running resistance equivalent By calculating the vehicle speed for calculating the driving force command value, the driving force command value corresponding to the vehicle speed deviation and the driving force command value corresponding to the running resistance can be calculated as values that are not significantly separated from the true value.
As described above, even when the detecting means for detecting the value for calculating the vehicle speed breaks down, the optimum traveling control can be realized.

The best mode for carrying out the present invention (hereinafter referred to as an embodiment) will be described in detail with reference to the drawings.
(First embodiment)
First, the first embodiment will be described.
(Constitution)
The first embodiment is a vehicular travel control device that controls travel of a vehicle.
FIG. 1 shows the configuration of a vehicular travel control device.
As shown in FIG. 1, the vehicle travel control apparatus includes an inter-vehicle distance sensor 1, a front right wheel speed sensor 2, a front left wheel speed sensor 3, a rear right wheel speed sensor 4, and a rear left wheel speed sensor 5. A control start switch 6, a braking force control device 7, an engine output control device 8, and a controller 9.

  The distance sensor 1 detects the inter-vehicle distance from the preceding vehicle. Each wheel speed sensor 2-5 detects the wheel speed of each wheel. The control start switch 6 is a switch for selecting whether to perform constant speed traveling control or follow-up traveling control. The braking force control device 7 controls the braking force. The engine output control device 8 controls the engine output. The controller 9 performs constant speed traveling control or follow-up traveling control.

2 and 3 show a processing procedure in the controller 9. The controller 9 repeats this process every predetermined cycle.
As shown in FIG. 2, first, in step S1, the operation state (operation signal) of the control start switch 6 is read.
Subsequently, in step S2, it is determined whether or not the control start switch 6 is ON based on the operation state read in step S1. Here, when the control start switch 6 is in the ON state, it is assumed that constant speed traveling control or follow-up traveling control is performed, and the process proceeds to step S3. When the control start switch 6 is in the OFF state, constant speed traveling control or following traveling control is performed. As not to be performed, the process proceeds to step S14.

In step S14, the control command value output to the braking force control device 7 and the engine output control device 8 is set to zero (engine output command value = zero, braking force command value = zero), and the processing shown in FIG. .
In step S3, the wheel speed of each wheel is read from each wheel speed sensor 2-5.
Subsequently, in step S4, the vehicle speed ( vehicle speed calculated value) V is calculated based on the average value (rear wheel average wheel speed) of the rear right wheel speed and the rear left wheel speed read in step S2. Based on the vehicle speed V calculated on the basis of the average rear wheel speed in step S4, overall travel control is performed. That is, for example, when a failure cannot be detected in any of the wheel speed sensors 2 to 5, the traveling control is performed using the vehicle speed V calculated based on the average rear wheel speed.

Subsequently, in step S5, a set vehicle speed V _SET is set. For example, as in the known technology, the vehicle speed at the start of constant speed traveling control or follow-up traveling control is set to the set vehicle speed, or the set vehicle speed changed by the driver by a switch operation is set thereafter.
Subsequently, in step S6, it is determined whether the inter-vehicle distance sensor 1 has detected a preceding vehicle. If the inter-vehicle distance sensor 1 detects a preceding vehicle, the process proceeds to step S7. If the inter-vehicle distance sensor 1 does not detect a preceding vehicle, the process proceeds to step S13.

In step S13, the target vehicle speed V _T is set to the set vehicle speed V _SET (V _T = V _SET ). Thus, the target vehicle speed for performing the constant speed traveling control is set, and the constant speed traveling control is started. Then, the process proceeds to step S15 shown in FIG.
Step S7 and subsequent steps are processing routines for calculating the target vehicle speed for follow-up running control. First, in step S7, the actual inter-vehicle distance D with the preceding vehicle detected by the inter-vehicle distance sensor 1 is read.

Subsequently, in step S8, a target inter-vehicle distance Dt is calculated. Specifically, the target inter-vehicle distance Dt is calculated by multiplying the own vehicle speed by a predetermined inter-vehicle time.
Subsequently, in step S9, a follow target vehicle speed V _FOLLOW is calculated. The follow target vehicle speed V _FOLLOW is a value for making the actual inter-vehicle distance D calculated in step S7 coincide with the target inter-vehicle distance Dt calculated in step S8.

Subsequently, in step S10, it is determined whether or not the follow target vehicle speed V _FOLLOW calculated in step S9 is higher than the set vehicle speed V _SET . Here, if the follow target vehicle speed V _FOLLOW is larger than the set vehicle speed V _SET (V _FOLLOW > V _SET ), the process proceeds to step S12. If not (V _{FOLLOW ≤V SET} ), the process proceeds to step S11.
In step S12, it sets the target vehicle speed _{V T} to set vehicle speed _{V SET.} Then, the process proceeds to step S15 shown in FIG.
In step S11, it sets the target vehicle speed _{V T} to follow the target vehicle speed _{V FOLLOW.} Then, the process proceeds to step S15 shown in FIG.

As described above, when the preceding vehicle is not detected, the target vehicle speed V _T is set to the set vehicle speed V _SET (step S13). Further, even if detecting the preceding vehicle, when follow-up target vehicle speed _{V FOLLOW} is greater than the set vehicle speed _{V SET} sets the target vehicle speed _{V T} to set vehicle speed _{V SET} (step S12). On the other hand, when detecting the preceding vehicle follow-up target vehicle speed _{V FOLLOW} is at less than the set vehicle speed _{V SET} sets the target vehicle speed _{V T} to follow the target vehicle speed _{V FOLLOW} (step S11).
In step S15 of FIG. 3, the vehicle speed V _ΔV is set. Here, the vehicle speed V _{[Delta] V} to be set is the vehicle speed for calculating the driving force command value to match the target vehicle speed V _T.

FIG. 4 shows a processing procedure for setting the vehicle speed V _ΔV in step S15.
As shown in FIG. 4, first, in step S41, from the wheel speed of each wheel read in step S3, the average value (the front wheel average wheel speed) V F of the front right wheel wheel speed and the front left wheel wheel _speed, and rear right wheel wheel speed and the average of the rear left wheel wheel speed (rear wheel average wheel speed) to calculate the V _R.
Subsequently, in step S42, a vehicle speed ( vehicle speed calculated value, hereinafter also referred to as a first vehicle speed ) V _ΔV is set by the following equation (1).
V _ΔV = max (V _F , V _R ) (1)
The equation (1), of the average front wheel wheel speed V _F and the rear wheel average wheel speed V _R, has the larger value between the first vehicle speed V _{[Delta] V.}

Subsequently in step S16 of FIG. 3, step S11, step S12 and the vehicle speed deviation [Delta] V (= _{V T} of the first vehicle speed V _{[Delta] V} set by the target vehicle speed _{V T} to the step S15 set in either step S13 - V _ΔV ) is calculated.
Subsequently, in Step S17, the step S16 vehicle speed deviation ΔV and the step S11 is calculated by using the target vehicle speed _{V T} which is set in one of steps S12 and S13, by the following equation (2), the engine output control device A driving force command value (driving command signal) α _ΔV to 8 is calculated.
α _ΔV = Kpeng ΔV + Kieng∫ΔVdt + feng (V _ΔV , V _T ) (2)
Here, the first term on the right side and the second term on the right side of Equation (2) are feedback terms in PI control, Kpeng is a proportional gain, and Kieng is an integral gain. Further, (2) in the third term on the right side is a feed-forward term given to match the vehicle speed V to the target vehicle speed V _T.

Specifically, it is calculated as follows.
First, a longitudinal acceleration G of the vehicle required to match the first vehicle speed V _{[Delta] V} to the target vehicle speed V _T, is calculated by the following equation (3).
G = (V _T −V _ΔV ) / ΔT (3)
Here, ΔT is a sampling time.
In order to realize this longitudinal acceleration G, command values corresponding to vehicle weight, engine characteristics, and the like are necessary. For this reason, the driving force command value α _ΔV corresponding to the longitudinal acceleration G is obtained from the map illustrated in FIG. 5 (stored in a memory (not shown)). This driving force command value α _ΔV increases as the longitudinal acceleration G increases.

As described above, the driving force command value to be the value to match the first vehicle speed V _{[Delta] V} indicating the vehicle speed V to the target vehicle speed V _T (hereinafter, referred to as vehicle speed difference corresponding driving force command value.) To calculate the alpha _{[Delta] V.}
Here, the relationship between the first vehicle speed V _{[Delta] V} and the vehicle speed deviation corresponding driving force command value alpha _{[Delta] V,} a value vehicle speed difference corresponding driving force command value alpha _{[Delta] V} is depending on the difference between the first vehicle speed V _{[Delta] V} and the target vehicle speed V _T Therefore, as the first vehicle speed V _ΔV increases (the deviation from the target vehicle speed V _T decreases), the vehicle speed deviation equivalent driving force command value α _ΔV decreases.
On the other hand, in order to travel at a predetermined speed, a command value corresponding to a drag force such as travel resistance at the predetermined speed is required, and the command value is calculated in subsequent steps S18 to S19.

In step S18, a vehicle speed ( vehicle speed calculated value, hereinafter also referred to as a second vehicle speed ) V _S for calculating a driving force command value corresponding to the running resistance is first set.
Specifically, by using a front wheel average wheel speed V _F and the rear wheel average wheel speed V _R calculated at step S41, it sets the second vehicle speed V _S by the following equation (4).
V _S = min (V _F , V _R ) (4)
The equation (4), of the average front wheel wheel speed V _F and the rear wheel average wheel speed V _R, has a smaller value and the second vehicle speed V _S.

Subsequently, in step S19, a driving resistance equivalent driving force command value (traveling resistance equivalent drive command signal) α _S corresponding to the second vehicle speed V _S set in step S18 is obtained.
Specifically, a running resistance equivalent command value α _S corresponding to the second vehicle speed V _S is obtained from the map illustrated in FIG. 6 (stored in a memory (not shown)). As shown in FIG. 6, the running resistance equivalent command value α _S increases as the second vehicle speed V _S increases.

Subsequently, in step S20, a driving force command value (driving command signal) is obtained as an addition value of the vehicle speed deviation equivalent driving force command value α _ΔV calculated in step S17 and the running resistance equivalent driving force command value α _S calculated in step S19. Hereinafter, it is referred to as a total driving force command value.) Α (= α _ΔV + α _S ) is obtained.
Subsequently, in step S21, it is determined whether or not the total driving force command value α calculated in step S20 is larger than 0 (positive value). Here, if the total driving force command value α is greater than 0 (α> 0), it is determined that the request is for acceleration, and the process proceeds to step S22. If the total driving force command value α is 0 or less (α ≦ 0), deceleration is performed. If it is a request, the process proceeds to step S24.

  In step S22, since it is an acceleration request, a braking force reduction command is output to the braking force control device 7 in order to release a braking force whose purpose is opposite to driving. Then, in the subsequent step S23, the total driving force command value α is output as the engine output command value to the engine output control device 8 (engine output command value = α). Thereby, the engine output control device 8 generates a drive torque according to the engine output command value (total driving force command value α).

  In step S24, since it is a deceleration request, a zero total driving force command value is output as the engine output command value to the engine output control device 8 in order to release the driving force that is contrary to the purpose of braking (engine output command). Value = 0). In step S25, the total driving force command value α is output as a braking force command value to the braking force control device 7 (braking force command value = α). As a result, the braking force control device 7 generates a braking torque corresponding to the braking force command value (total driving force command value α).

FIG. 7 shows the vehicle speed and the driving force command value calculated by the above processing in time series.
FIG (a) shows a vehicle speed calculated value V _{[Delta] V} for the calculation of the vehicle speed deviation corresponding driving force command value alpha _{[Delta] V,} FIG. (B) The vehicle speed calculated value V for calculating the running resistance corresponding driving force command value alpha _S indicates _S, FIG. (c) shows a vehicle speed difference corresponding driving force command value alpha _{[Delta] V,} the (d) of FIG represents a running resistance corresponding driving force command value alpha _S, FIG. (e) is equivalent vehicle speed deviation A total driving force command value α which is an addition value of the driving force command value α _ΔV and the driving resistance equivalent driving force command value α _S is shown. For these values, if the rear right wheel speed sensor of one of the wheel speed sensors attached to each wheel fails at point A in the middle of accelerating to match the target vehicle speed Shows changes. In this example, due to the failure, the rear right wheel speed sensor outputs a value smaller than the true value. And the value obtained by the process of this invention is compared with the value obtained by the process by a prior art. In the prior art, the average value of the wheel speeds of the rear left and right wheels (rear wheel average wheel speed) is calculated as a vehicle speed, based on the calculated vehicle speed, vehicle speed deviation corresponding driving force command value alpha _{[Delta] V} and the running resistance corresponding drive The force command value α _S is calculated.

In the prior art, before point A where the rear right wheel speed sensor fails, the rear wheel is the average value of the rear left and right wheel speeds output from the rear right wheel speed sensor and the rear right wheel speed sensor. The vehicle speed deviation equivalent driving force command value α _ΔV and the running resistance equivalent driving force command value α _S are calculated using the average wheel speed as the vehicle speed calculation value (values indicated by solid _{lines in} FIGS. c) Value of solid line in (d)). Then, based on the vehicle speed deviation corresponding driving force command value alpha _{[Delta] V} and running resistance corresponding driving force command value alpha _S, calculates the total driving force command value alpha (solid line values in FIG (e)).

On the other hand, in the case of applying the present invention, in process of calculating the vehicle speed difference corresponding driving force command value alpha _{[Delta] V,} first among the average front wheel wheel speed V _F and the rear wheel average wheel speed V _R, the larger value is the vehicle speed calculated value ( (First vehicle speed ) V _ΔV (step S15). Here, since failure to the rear right wheel wheel speed sensor has not yet occurred, almost one value vehicle speed calculated value of the front wheel average wheel speed V _F and the rear wheel average wheel speed V _R of the same value V _ΔV (the value of the solid line in FIG. 4A). For example, wheel average wheel speed V _R after that it is using the travel control General becomes the vehicle speed calculated value V _{[Delta] V.} Then, based on this vehicle speed calculation value V _ΔV , a vehicle speed deviation equivalent driving force command value α _ΔV is calculated (the value of the solid line in FIG. 3C). Further, in the calculation process of running resistance corresponding driving force command value alpha _S, of the average front wheel wheel speed V _F and the rear wheel average wheel speed V _R, the smaller value is the vehicle speed calculated value (second vehicle speed) V _S (Step S18). Here, since failure to the rear right wheel wheel speed sensor has not yet occurred, almost one value vehicle speed calculated value of the front wheel average wheel speed V _F and the rear wheel average wheel speed V _R of the same value V _S (the value of the solid line in FIG. 5B). For example, wheel average wheel speed V _R after that it is using the travel control General becomes the vehicle speed calculated value V _S. Then, based on the vehicle speed calculation value V _S , a driving resistance equivalent driving force command value α _S is calculated (the solid line value in FIG. 4D). Then, based on these calculated vehicle speed deviation corresponding driving force command value alpha _{[Delta] V} and running resistance corresponding driving force command value alpha _S, calculates the total driving force command value alpha (solid line values in FIG (e)).

Thus, the process of applying the process and the present invention in the prior art, the process of calculation and subsequent vehicle, namely the vehicle speed difference corresponding driving force command value based on the vehicle speed calculated value alpha _{[Delta] V,} running resistance corresponding driving force command value alpha _S If the processing for calculating the total driving force command value α is the same, the wheel speed sensor does not fail, and if the wheel speeds of the four wheels are approximately the same value, the processing results in the prior art and Not only the vehicle speed calculation value but also the vehicle speed deviation equivalent driving force command value α _ΔV , the running resistance equivalent driving force command value α _S and the total driving force command value α are the same value together with the processing result to which the present invention is applied (see FIG. (A solid line value of (a) to (e)).

The vehicle speed deviation equivalent driving force command value α _ΔV is a value corresponding to the deviation between the target vehicle speed and the vehicle speed calculation value. Therefore, as the vehicle speed calculated value V _ΔV approaches the target vehicle speed as shown in FIG. 11A, the vehicle speed deviation equivalent driving force command value _αΔV decreases as shown in FIG. Further, as shown in FIG. 5B, the driving resistance command value α _S corresponding to the running resistance increases as the vehicle speed calculation value V _S increases. Therefore, as in this example, when the decrease rate of the driving force command value α _ΔV corresponding to the vehicle speed deviation is larger than the increase rate of the driving force command value α _S , the vehicle speed calculated value V _ΔV approaches the target vehicle speed. The total driving force command value α decreases as shown in FIG.

On the other hand, after the point A where the rear right wheel speed sensor has failed, the following occurs.
In the prior art, when the output value of the rear right wheel speed sensor is smaller than the true value (for example, 0 km / h), the vehicle speed calculation value calculated by the rear wheel average wheel speed is also reduced (dotted line in FIG. The value of the). As a result, the deviation between the target vehicle speed and the calculated vehicle speed increases, and the vehicle speed deviation equivalent driving force command value α _ΔV increases (the value indicated by the dotted line in FIG. 10C). On the other hand, when the vehicle speed calculation value decreases (the value indicated by the dotted line in FIG. 5B), the driving resistance equivalent driving force command value α _S also decreases (the value indicated by the dotted line in FIG. 5D). However, when the vehicle speed calculation value decreases, the increase in the vehicle speed deviation equivalent driving force command value α _ΔV is larger than the decrease in the running resistance equivalent driving force command value α _S , so the total driving force command value α is It increases (the value of the dotted line in FIG. 5E). Therefore, when the rear right wheel speed sensor fails, in the prior art, the total driving force command value α becomes larger than the true value, and the acceleration of the vehicle due to this makes the driver feel uncomfortable. This will cause a deterioration in riding comfort.

On the other hand, the result of applying the present invention is as follows.
When applying the present invention, in process of calculating the vehicle speed difference corresponding driving force command value alpha _{[Delta] V,} of the average front wheel wheel speed V _F and the rear wheel average wheel speed V _R, the larger value is the vehicle speed calculated value V _{[Delta] V} (Step S15). Therefore, after the point A at which the rear right wheel speed sensor fails, the average front wheel speed that is larger than the rear average wheel speed is calculated as the vehicle speed calculated value V _ΔV (solid line in FIG. 8A). The value of the). Thereby, the vehicle speed calculation value for calculating the vehicle speed deviation equivalent driving force command value α _ΔV is calculated as a larger value. As a result, the vehicle speed deviation equivalent driving force command value α _ΔV does not increase even after the point A, unlike the conventional technique (dotted line value), without being affected by the failure of the rear right wheel speed sensor. (Value of solid line in FIG. 4C).

Furthermore, in calculation of the running resistance corresponding driving force command value alpha _S, of the average front wheel wheel speed V _F and the rear wheel average wheel speed V _R, the smaller value is calculated as the vehicle speed calculated value V _S (step S18). Therefore, after the point A at which the rear right wheel speed sensor fails, a value of the rear wheel average wheel speed smaller than the front wheel average wheel speed is calculated as the vehicle speed calculated value V _S (dotted line in FIG. 5B). The value of the). Accordingly, the vehicle speed calculation value for calculating the driving resistance equivalent driving force command value α _S is calculated as a smaller value. As a result, after the point A, the driving resistance equivalent driving force command value α _S becomes smaller than the true value (the value indicated by the dotted line in FIG. 4D).

As described above, the vehicle speed deviation equivalent driving force command value α _ΔV is calculated as the true value, and the running resistance equivalent driving force command value α _S is calculated as a value smaller than the true value. As a result, the total driving force command value α is reduced from the true value (the value indicated by the solid line in FIG. 5E) by the decrease in the driving resistance equivalent driving force command value α _S (indicated by the one-dot chain line in FIG. 5E). value). Therefore, even when the rear right wheel speed sensor fails, the total driving force command value α can be made smaller than the true value, so that an excessive driving force can be prevented from being generated.

FIG. 8 shows the vehicle speed calculation and the driving force command calculation executed by the above process in time series.
Similarly to FIG. 7, FIG. 8A shows a vehicle speed calculation value V _ΔV for calculating the vehicle speed deviation equivalent driving force command value α _ΔV , and FIG. 8B shows the running resistance equivalent driving force command value α _S. shows the vehicle speed calculated value V _S for calculation, FIG. 8 (c) shows a vehicle speed difference corresponding driving force command value alpha _{[Delta] V,} the (d) of FIG represents a running resistance corresponding driving force command value alpha _S, 8 ( e) shows a total driving force command value α which is an addition value of the driving force command value α _ΔV corresponding to the vehicle speed deviation and the driving force command value α _S corresponding to the running resistance. About these values, the change when a failure occurs in the rear right wheel speed sensor among the wheel speed sensors attached to each wheel at the point A in the middle of accelerating so as to match the target vehicle speed. Indicates. In this example, unlike the case of FIG. 7, the rear right wheel speed sensor outputs a value larger than the true value due to the failure. And the value obtained by the process of this invention is compared with the value obtained by the process by a prior art. Incidentally, those in the prior art, the average value of the rear right and left wheel speeds is calculated as a vehicle speed, based on the calculated vehicle speed, calculates a vehicle speed deviation corresponding driving force command value alpha _{[Delta] V} and running resistance corresponding driving force command value alpha _S And

After point A where the rear right wheel speed sensor has failed, the following occurs.
In the prior art, the output value of the rear right wheel wheel speed sensor is the Ru size than the true value kuna, the larger the vehicle speed calculation value calculated by the rear wheel average wheel speed (dotted line values in FIG (a)) . As a result, the deviation between the target vehicle speed and the calculated vehicle speed is reduced, and the vehicle speed deviation equivalent driving force command value α _ΔV is reduced (the value indicated by the dotted line in FIG. 4C).

On the other hand, when the vehicle speed calculation value increases (the value indicated by the dotted line in FIG. 5B), the driving resistance equivalent driving force command value α _S increases (the value indicated by the dotted line in FIG. 4D). However, in the case where the vehicle speed calculated value is increased, decrease of the vehicle speed difference corresponding driving force command value alpha _{[Delta] V} is, since running resistance corresponding driving force command value alpha less than _S increase in, the total driving force command value alpha is It increases (the value of the dotted line in FIG. 5E). Therefore, when the rear right wheel speed sensor fails, in the prior art, the total driving force command value α becomes larger than the true value, and the acceleration of the vehicle due to this makes the driver feel uncomfortable. This will cause a deterioration in riding comfort.

On the other hand, the result of applying the present invention is as follows.
When applying the present invention, in process of calculating the vehicle speed difference corresponding driving force command value alpha _{[Delta] V,} of the average front wheel wheel speed V _F and the rear wheel average wheel speed V _R, the larger value is the vehicle speed calculated value V _{[Delta] V} (Step S15). Therefore, after point A at which the rear right wheel speed sensor fails, a rear wheel average wheel speed value greater than the front wheel average wheel speed is calculated as a vehicle speed calculated value V _ΔV (dotted line in FIG. 8A). The value of the). Thereby, the vehicle speed calculation value for calculating the vehicle speed deviation equivalent driving force command value α _ΔV is calculated as a larger value. As a result, after point A, the vehicle speed deviation equivalent driving force command value α _ΔV is smaller than the true value (the value of the solid line in FIG. 10C) (the value of the dotted line in FIG. 10C).

Furthermore, in calculation of the running resistance corresponding driving force command value alpha _S, of the average front wheel wheel speed V _F and the rear wheel average wheel speed V _R, the smaller value becomes the vehicle speed calculated value V _S (step S18) . Therefore, after the point A at which the rear right wheel speed sensor fails, a value of the front wheel average wheel speed smaller than the rear wheel average wheel speed is calculated as the vehicle speed calculated value V _S (solid line in FIG. 5B). The value of the). Accordingly, the vehicle speed calculation value for calculating the driving resistance equivalent driving force command value α _S is calculated as a smaller value. As a result, after the point A, the running resistance equivalent driving force command value α _S does not increase unlike the conventional technique (dotted line value) without being affected by the failure of the rear right wheel speed sensor. (Value of solid line in FIG. 4D).

As described above, calculates the vehicle speed difference corresponding driving force command value alpha _{[Delta] V} is calculated as a value smaller than the true value, a running resistance corresponding driving force command value alpha _S as equivalent true value. As a result, the total driving force command value α is reduced from the true value (the value indicated by the solid line in FIG. 5E) by the reduction in the vehicle speed deviation equivalent driving force command value α _ΔV (indicated by the one-dot chain line in FIG. 5E). value). Therefore, even when the rear right wheel speed sensor fails, the total driving force command value α can be made smaller than the true value, so that an excessive driving force can be prevented from being generated.

In the description of the first embodiment, each of the wheel speed sensors 2 to 5 realizes detection means for detecting a plurality of values for calculating the vehicle speed . Moreover, the process of step S15 of the controller 9 implement | achieves the 1st vehicle speed calculation means which calculates a 1st vehicle speed based on the value which the said detection means detected. Moreover, the process of step S18 of the controller 9 implement | achieves the 2nd vehicle speed calculation means which calculates a 2nd vehicle speed based on the value which the said detection means detected. Further, the processing in step S17 in the controller 9, based on the first vehicle speed, wherein the first vehicle speed calculating means is calculated, and calculates a driving force command value corresponding to the vehicle speed deviation between the target vehicle speed and the first vehicle speed A first driving force command value calculating means for calculating a driving force command value corresponding to the vehicle speed deviation according to the deviation is realized. Further, the processing in step S19 in the controller 9, based on the second vehicle speed which the second vehicle speed calculation means has calculated, and calculates a running resistance corresponding driving force command value, the more the second vehicle speed is large, the running A second driving force command value calculating means for increasing the driving force command value corresponding to the resistance is realized. The process of step S20 of the controller 9 includes a driving force command for adding the driving force command value corresponding to the vehicle speed deviation and the driving force command value corresponding to the running resistance calculated by the first and second driving force command value calculating means. A value addition means is realized. Further, the processing of step S21 to step S25 of the controller 9 realizes braking / driving force control means for controlling braking / driving force of the vehicle based on the driving force command value obtained by adding by the driving force command value adding means. is doing. Then, the first vehicle speed calculating means, using any of a plurality of values detected by the detection means, calculating a first vehicle speed value greater than the second vehicle speed calculating means, the detection means detects The second vehicle speed having a smaller value is calculated using any one of the plurality of values.

In the first embodiment, the driving force command value corresponding to the vehicle speed deviation corresponding to the deviation between the target vehicle speed and the vehicle speed is calculated, and the driving force command value corresponding to the running resistance that increases as the vehicle speed increases. Vehicle driving control for controlling the braking / driving force of the vehicle based on the driving force command value obtained by adding the calculated driving force command value corresponding to the vehicle speed deviation and the driving force command value corresponding to the running resistance. In the method, the vehicle speed for calculating the driving force command value corresponding to the vehicle speed deviation is calculated as a larger value by using any one of the plurality of values detected by the detecting means for detecting a plurality of values for calculating the vehicle speed. In addition, the vehicle travel control method for calculating the vehicle speed for calculating the driving force command value corresponding to the travel resistance as a smaller value by using any of the plurality of values detected by the detection means is realized. .

(Function and effect)
(1) using a plurality of wheel speed by the wheel speed sensors 2 to 5 are detected to detect the wheel speed for the calculation of the vehicle speed, the first speed V _{[Delta] V} for the calculation of the vehicle speed deviation corresponding driving force command value alpha _{[Delta] V,} While calculating as a larger value, the second vehicle speed V _S for calculating the driving resistance equivalent driving force command value α _S is calculated as a smaller value. Accordingly, it is possible to prevent the vehicle speed deviation equivalent driving force command value α _ΔV and the running resistance equivalent driving force command value α _S from being larger than the true value, and the vehicle speed deviation equivalent driving force command value α _ΔV and the running resistance equivalent driving force. final drive force control value as a sum of the command value alpha _S alpha can be prevented from becoming excessive. Further, even if the wheel speed sensors 2 to 5 has failed, with reference also to the wheel speed of the wheel speed sensor 2-5 detects the vehicle speed V _{[Delta] V} and running for the calculation of the vehicle speed deviation corresponding driving force command value alpha _{[Delta] V} By calculating the vehicle speed V _S for calculating the resistance equivalent driving force command value α _S , the vehicle speed deviation equivalent driving force command value α _ΔV and the running resistance equivalent driving force command value α _S are greatly separated from the true value. It can be calculated as no value. Thereby, even when the wheel speed sensors 2 to 5 break down, the optimum traveling control can be realized.

(2) of the front wheel average wheel speed V _F and the rear wheel average value wheel speed V _R, and calculates a first vehicle speed V _{[Delta] V} for the calculation of the larger speed difference corresponding driving force command value alpha _{[Delta] V} from the value of, of the front wheel average wheel speed V _F and the rear wheel average value wheel speed V _R, and calculates the second vehicle speed V _S for the calculation of the running resistance corresponding driving force command value alpha _S from the smaller value. Thus, the first vehicle speed V _ΔV for calculating the vehicle speed deviation equivalent driving force command value α _ΔV is calculated as a larger value, and the second vehicle speed V _S for calculating the driving resistance equivalent driving force command value α _S is calculated. Can be calculated as a smaller value.

(Second Embodiment)
Next, a second embodiment will be described.
(Constitution)
The second embodiment is a vehicular travel control device that controls travel of a vehicle.
In the second embodiment, the contents of the setting processing of the vehicle speeds V _ΔV and V _S in step S15 and step S18 of the first embodiment are different.
That is, in the second embodiment, the front right wheel wheel speed V _FR , the front left wheel wheel speed V _FL , the rear right wheel wheel speed V _RR, and the rear left wheel wheel are determined from the wheel speeds read in step S3. of speed V _RL, setting the first vehicle speed V _{[Delta] V} for the calculation of the vehicle speed deviation corresponding driving force command value alpha _{[Delta] V} by the largest value. Of the wheel speeds of the respective wheels read in step S3, the front right wheel wheel speed _VFR , front left wheel wheel speed _VFL , rear right wheel wheel speed _VRR, and rear left wheel speed _VRL are the most. The second vehicle speed V _S for calculating the driving resistance command value α _S corresponding to the running resistance is set with a small value.

As a result, when the rear right wheel speed sensor outputs a value smaller than the true value due to failure, the following processing (processing to which the present invention is applied) is performed.
In the calculation process (setting process) of the driving force command value α _ΔV corresponding to the vehicle speed deviation, if a failure occurs in the rear right wheel speed sensor, the front right wheel speed V _FR other than the rear right wheel speed V _RR , the front One of the left wheel speed V _FL and the rear left wheel speed V _RL is a vehicle speed calculation value (first vehicle speed ) V _ΔV . As a result, as in the first embodiment, the driving force command value α _ΔV does not increase unlike the prior art without being affected by the failure of the rear right wheel speed sensor. Further, in the calculation process (setting process) of the driving resistance equivalent driving force command value α _S , if a failure occurs in the rear right wheel speed sensor, the value of the rear right wheel speed V _RR is calculated as the vehicle speed calculation value (second Vehicle speed ) V _S. As a result, as in the first embodiment, the running resistance corresponding driving force command value alpha _S is smaller than the true value.

As described above, the vehicle speed deviation equivalent driving force command value α _ΔV is calculated as the true value, and the running resistance equivalent driving force command value α _S is calculated as a value smaller than the true value. As a result, the total drive force command value alpha, smaller by the decrease in running resistance corresponding driving force command value alpha _S from the true value. Therefore, even when the rear right wheel speed sensor fails, the total driving force command value α can be made smaller than the true value, so that an excessive driving force can be prevented from being generated.

Further, when the rear right wheel speed sensor outputs a value larger than the true value due to failure, the following processing (processing to which the present invention is applied) is performed.
In the calculation process (setting process) of the vehicle speed deviation equivalent driving force command value α _ΔV , when a failure occurs in the rear right wheel speed sensor, the value of the rear right wheel speed V _RR is the vehicle speed calculation value (first vehicle speed ). V _ΔV . As a result, like the first embodiment, the driving force command value α _ΔV becomes smaller than the true value.

Further, in the calculation process (setting process) of the driving resistance equivalent driving force command value α _S , when a failure occurs in the rear right wheel speed sensor, the front right wheel speed V _FR other than the rear right wheel speed V _RR is generated. Any one of the front left wheel speed V _FL and the rear left wheel speed V _RL becomes the vehicle speed calculation value (second vehicle speed ) V _S. As a result, as in the first embodiment, the running resistance equivalent driving force command value α _S does not increase unlike the prior art, without being affected by the failure of the rear right wheel speed sensor. .

As described above, calculates the vehicle speed difference corresponding driving force command value alpha _{[Delta] V} is calculated as a value smaller than the true value, a running resistance corresponding driving force command value alpha _S as equivalent true value. As a result, the total driving force command value α decreases from the true value by a decrease in the driving force command value α _ΔV corresponding to the vehicle speed deviation. Therefore, even when the rear right wheel speed sensor fails, the total driving force command value α can be made smaller than the true value, so that an excessive driving force can be prevented from being generated.

(Function and effect)
(1) Among the wheel speeds, the vehicle speed V _ΔV for calculating the speed deviation equivalent driving force command value α _ΔV is calculated from the maximum wheel speed, and the driving resistance equivalent from the minimum wheel speed among the wheel speeds. A first vehicle speed V _S for calculating the driving force command value α _S is calculated. Accordingly, the second vehicle speed V _ΔV for calculating the vehicle speed deviation equivalent driving force command value α _ΔV is calculated as a larger value, and the vehicle speed V _S for calculating the driving resistance equivalent driving force command value α _S is further increased. It can be calculated as a small value.

(Third embodiment)
Next, a third embodiment will be described.
(Constitution)
In the third embodiment, the processing contents after step S15 of the first embodiment are different.
FIG. 9 shows the processing contents in the third embodiment in which the processing contents after step S15 in the first embodiment are changed.
As shown in FIG. 9, first, in step S61, a vehicle speed deviation equivalent driving force command value α _ΔV and a running resistance equivalent driving force command value α _S are calculated.
Figure 10 shows the processing routine for calculating the vehicle speed difference corresponding driving force command value alpha _{[Delta] V} and running resistance corresponding driving force command value alpha _S.

As shown in FIG. 10, first, in step S81, and calculates the front wheel average wheel speed V _F and the rear wheel average wheel speed V _R.
Subsequently in step S82, the calculated vehicle speed deviation ΔVF ₍₌ V T -V _F) in the case where the front wheel average wheel speed _{V F} calculated at step S81 and the vehicle speed.
Subsequently, in step S83, the calculated vehicle speed deviation ΔVR when the wheel average wheel speed _{V R} was calculated in step S81 and the vehicle speed ₍₌ V T -V _R).

Subsequently, in step S84, a vehicle speed deviation equivalent driving force command value α _ΔVF corresponding to the vehicle speed deviation ΔVF calculated in step S82 is calculated. Further, a vehicle speed deviation equivalent driving force command value α _ΔVR corresponding to the vehicle speed deviation ΔVR calculated in step S83 is calculated. The calculation method of the driving force command values α _ΔVF and α _ΔVR corresponding to the vehicle speed deviations ΔVF and ΔVR is the _{same as} the calculation method of the driving force command value α _ΔV corresponding to the vehicle speed deviation described in step S17.

Subsequently, in step S85, the calculated running resistance corresponding driving force command value alpha _SF when the front wheel average wheel speed V _F calculated at step S81 and the vehicle speed. Moreover, to calculate the running resistance corresponding driving force command value alpha _SR in the case where the wheel average wheel speed V _R was calculated in step S81 and the vehicle speed. Each average wheel speed V _F, V the running resistance corresponding driving force command value corresponding to _R alpha _SF, alpha _SR calculation method of the same method of calculating the running resistance corresponding driving force command value alpha _S described in the step S19 It is.

Subsequently, in step S86, it determines whether or not the front wheel average wheel speed V _F is larger than the rear wheel average wheel speed V _R. Here, if the front wheel average wheel speed _{V F} is larger than the rear wheel average wheel speed _{V R (V F> V R} ), the process proceeds to step S87, otherwise _{(V F} ≦ _V R), the process proceeds to step S90.
In step S87, whether or not the increase in the vehicle speed deviation equivalent driving force command value α _ΔV (= α _ΔVR −α _ΔVF ) is larger than the decrease in the running resistance equivalent driving force command value α _S (= α _SF −α _SR ). Determine whether. Here, when the increase in the vehicle speed deviation equivalent driving force command value α _ΔV is larger (α _ΔVR −α _ΔVF > α _SF −α _SR ), the process proceeds to step S88 and the driving resistance equivalent driving force command value α _S decreases. If the minute is larger (α _ΔVR −α _ΔVF ≦ α _SF −α _SR ), the process proceeds to step S94.

In step S88, the final vehicle speed deviation equivalent driving force command value α _ΔV is set by the vehicle speed deviation equivalent driving force command value α _ΔVF for the front wheels (α _ΔV = α _ΔVF ).
Subsequently, in step S89, the final driving resistance equivalent driving force command value α _S is set by the driving resistance equivalent driving force command value α _SR for the rear wheels (α _S = α _SR ).
Subsequently, in step S90, the rear wheel average wheel speed V _R is equal to or greater than the front wheel average wheel speed V _F. Here, if the rear wheel average wheel speed _{V R} is greater than the front wheel average wheel speed _{V F (V R> V F} ), the process proceeds to step S91, the otherwise _{(V R} ≦ _V F), the process proceeds to step S94.

In step S91, it is determined whether or not a decrease in the vehicle speed deviation equivalent driving force command value α _ΔV (= α _ΔVF −α _ΔVR ) is less than an increase in the driving resistance equivalent driving force command value α _S (= α _SR −α _SF ). judge. If the decrease in the vehicle speed deviation equivalent driving force command value α _ΔV is smaller (α _ΔVF −α _ΔVR <α _SR −α _SF ), the process proceeds to step S92 to increase the driving resistance equivalent driving force command value α _S. If the minute is smaller (α _ΔVF −α _ΔVR ≧ α _SR −α _SF ), the process proceeds to step S94.

At step S92, vehicle speed deviation corresponding driving force command value alpha _.DELTA.VR for the rear wheel to set the final speed deviation corresponding driving force command value _{α ΔV (α ΔV = α ΔVR} ).
Subsequently, in step S93, the final driving resistance equivalent driving force command value α _S is set with the driving resistance equivalent driving force command value α _SF for the front wheels (α _S = α _SF ). Then, the process shown in FIG. 10 ends.

On the other hand, in step S94, the final vehicle speed deviation equivalent driving force command value α _ΔV is set by the vehicle speed deviation equivalent driving force command value α _ΔVR for the rear wheels (α _ΔV = α _ΔVR ).
Subsequently, in step S95, a final driving resistance equivalent driving force command value α _S is set with the driving resistance equivalent driving force command value α _SR for the rear wheels (α _S = α _SR ). Then, the process shown in FIG. 10 ends.

As described above, in step S61, the vehicle speed deviation equivalent driving force command value α _ΔV and the running resistance equivalent driving force command value α _S are calculated. Then, based on the calculated vehicle speed deviation corresponding driving force command value alpha _{[Delta] V} and running resistance corresponding driving force command value alpha _S, the processing in the first embodiment in step S62 and subsequent (step S20 and subsequent steps of FIG. 3) The same processing is performed. That is, by adding the running resistance corresponding driving force command value alpha _S on the vehicle speed deviation corresponding driving force command value alpha _{[Delta] V,} the total driving force command value _{α (= α ΔV + α S} ) to (step S62). When the total driving force command value α is larger than 0 (α> 0), it is an acceleration request, so that a braking force reduction command is output to the braking force control device 7 and the engine output to the engine output control device 8 is output. The total driving force command value α is output as the command value (step S63, step S64, step S65). When the total driving force command value α is equal to or less than 0 (α ≦ 0), it is a deceleration request. Therefore, a zero total driving force command value is output to the engine output control device 8 as the engine output command value, and the control is performed. The total driving force command value α is output as a braking force command value to the power control device 7 (step S63, step S66, step S67).

In the foregoing process, the front wheel average wheel speed V _F at the step S86 is determined whether greater than the rear wheel average wheel speed V _R. In this determination, the case front average wheel speed V _F is larger than the rear wheel average wheel speed _{V R (V F> V R} ), one of the left and right front wheel speed sensor outputs a value greater than the true value Or either of the left and right rear wheel speed sensors outputs a value smaller than the true value.
By the way, if the front wheel average wheel speed is larger than the true value, the vehicle speed deviation equivalent driving force command value is calculated on the basis of the vehicle speed obtained from the front wheel average wheel speed as in the first embodiment, and the rear wheel It is preferable to calculate the driving force command value corresponding to the running resistance based on the vehicle speed obtained from the average wheel speed.

On the other hand, the rear (when the rear wheel average wheel speed V _R is less than true value) when the output value of the wheel speed sensor is smaller than the true value, then wheel average wheel speed V _R from the obtained vehicle speed deviation (the target vehicle speed since the deviation between V _T and the vehicle speed V _{[Delta] V)} becomes excessive, the vehicle speed difference corresponding driving force command value _{α ΔV (= α VR> α} VF) becomes excessive. On the contrary, the driving resistance command value α _S (= α _SR <α _SF ) corresponding to the running resistance is excessively _small . Even in such a case, if the increase in the driving force command value α _ΔV corresponding to the vehicle speed deviation (corresponding to α _VR −α _VF ) exceeds the decrease in the driving force command value α _S corresponding to the driving resistance (corresponding to α _SF −α _SR ). The finally calculated total driving force command value α does not become excessive. That is, there is no acceleration that gives the driver an uncomfortable feeling. As described above, if the total driving force command value α is not excessively set in the end, the wheel speed used in the overall traveling control when there is no failure in the wheel speed sensor, that is, from the average wheel speed at the rear wheel in step S4. It is preferable to calculate the vehicle speed deviation equivalent driving force command value α _ΔV and the running resistance equivalent driving force command value α _S using the obtained vehicle speed . For example, a scene in which the wheel speeds of the respective wheels are different depending on the road surface condition or the like can be considered. Therefore, the vehicle speed deviation equivalent driving force command value α _ΔV and the running resistance are changed each time the wheel speed (average wheel speed) for obtaining the vehicle speed is changed. If the equivalent driving force command value α _S is calculated, unnecessary driving force is generated.

For this reason, if the total driving force command value α does not eventually become excessive, the vehicle speed deviation equivalent driving force command value α _ΔV and the running resistance equivalent driving force command value α _S are used for the entire traveling control. In step S4, the use of the average rear wheel speed does not require unnecessary suppression of the driving force, and the driver can be prevented from feeling uncomfortable.
From the relationship described above, at the step S86, the magnitude relation between the front wheel average wheel speed V _F and the rear wheel average wheel speed V _R, possible output value of the rear wheel speed sensor is smaller than the true value Judging sex. Here, if the front wheel average wheel speed V _F is larger than the rear wheel average wheel speed V _R, and the output value of the rear wheel speed sensor is likely to have become smaller than the true value, and proceeds to the step S87 .

In step S87, _whether the increase in vehicle speed deviation equivalent driving force command value α _ΔV (= α _ΔVR −α _ΔVF ) is less than the decrease in driving resistance equivalent driving force command value α _S (= α _SF −α _SR ). It is determined whether or not. Here, if the decrease in the running resistance corresponding driving force command value alpha _S is greater than or equal increment of the vehicle speed deviation corresponding driving force command value _{α ΔV (α ΔVR -α ΔVF ≦} α SF -α SR), and finally the total drive since force command value alpha is not become excessive, and set the rear wheel average wheel speed V _R vehicle speed deviation corresponding driving force calculated based on the command value alpha _.DELTA.VR as final vehicle speed deviation corresponding driving force command value alpha _{[Delta] V} (Step S94). Also, by setting the running resistance corresponding driving force command value alpha _SR calculated based on the rear wheel average wheel speed V _R as finally running resistance corresponding driving force command value alpha _S (step S95). On the other hand, when the increase in the driving force command value α _ΔV corresponding to the vehicle speed deviation is larger than the decrease in the driving force command value α _S corresponding to the running resistance (α _ΔVR −α _ΔVF > α _SF −α _SR ), finally. In order to prevent the total driving force command value α from becoming excessive, a vehicle speed deviation calculated based on the front wheel average wheel speed V _F (> rear wheel average wheel speed V _R ) as the same process as in the first embodiment. The equivalent driving force command value α _ΔVF is finally set as the vehicle speed deviation equivalent driving force command value α _ΔV (step S88). Further, the driving resistance equivalent driving force command value α _SR calculated based on the rear wheel average wheel speed V _R (<front wheel average wheel speed V _F ) is finally set as the driving resistance equivalent driving force command value α _S. (Step S89).

Also, in the processing after step S90, the processing content is determined for the same reason as the processing after step S87. That is, the rear wheel average wheel speed V _R in the step S90 is determined whether greater than the front wheel average wheel speed V _F. In this determination, the case rear wheel average wheel speed V _R is greater than the front wheel average wheel speed _{V F (V R> V F} ), either of the left and right wheel speed sensors after the output a value greater than the true value Or any one of the left and right front wheel speed sensors outputs a value smaller than the true value.
By the way, if the front wheel speed is smaller than the true value, the vehicle speed deviation equivalent driving force command value is calculated based on the vehicle speed obtained from the rear wheel average wheel speed as in the first embodiment. It is preferable to calculate the driving resistance command value corresponding to running resistance based on the vehicle speed obtained from the average wheel speed of the front wheels.

On the other hand, the rear (when the rear wheel average wheel speed V _R is greater than the true value) when the output value of the wheel speed sensor is larger than the true value, then wheel average wheel speed V _R from the obtained vehicle speed deviation (the target vehicle speed since the deviation between V _T and the vehicle speed V _{[Delta] V)} is too small, the vehicle speed difference corresponding driving force command value _{α ΔV (= α VR <α} VF) becomes too small. In contrast, the driving resistance command value α _S (= α _SF <α _SR ) corresponding to the running resistance is excessively large. Even in such a case, if the decrease in vehicle power deviation equivalent driving force command value α _ΔV (corresponding to α _VF -α _VR ) exceeds the increase in driving force equivalent driving force command value α _S (corresponding to α _SR -α _SF ). The finally calculated total driving force command value α does not become excessive. That is, there is no acceleration that gives the driver an uncomfortable feeling. In this way, if the total driving force command value α does not eventually become excessive, the wheel speed used in the overall travel control when there is no failure in the wheel speed sensor, that is, the average rear wheel speed in step S4 is determined. It is preferable to calculate the vehicle speed deviation equivalent driving force command value α _ΔV and the running resistance equivalent driving force command value α _S using the vehicle speed calculated based on the vehicle speed . For example, a scene in which the wheel speeds of the respective wheels are different depending on the road surface condition or the like can be considered. Therefore, the vehicle speed deviation equivalent driving force command value α _ΔV and the running resistance are changed each time the wheel speed (average wheel speed) for obtaining the vehicle speed is changed. If the equivalent driving force command value α _S is calculated, unnecessary driving force is generated.

For this reason, if the total driving force command value α does not eventually become excessive, the vehicle speed deviation equivalent driving force command value α _ΔV and the running resistance equivalent driving force command value α _S are used for the entire traveling control. In step S4, the use of the average rear wheel speed does not require unnecessary suppression of the driving force, and the driver can be prevented from feeling uncomfortable.
From the relationship described above, at the step S90, the magnitude relation between the front wheel average wheel speed V _F and the rear wheel average wheel speed V _R, possible output value of the rear wheel speed sensor is larger than the true value of Is judged. Here, if the rear wheel average wheel speed V _R is greater than the front wheel average wheel speed V _F, and the output value of the rear wheel speed sensor is likely to have greater than the true value, and proceeds to the step S91 .

In step S91, _whether the decrease in vehicle speed deviation equivalent driving force command value α _ΔV (= α _ΔVF −α _ΔVR ) is less than the increase in travel resistance equivalent driving force command value α _S (= α _SR −α _SF ). It is determined whether or not. Here, if the decrease in the driving force command value α _ΔV corresponding to the vehicle speed deviation is equal to or greater than the increase in the driving resistance command value α _S (α _ΔVF −α _ΔVR ≧ α _SR −α _SF ), the total driving is finally performed. since force command value alpha is not become excessive, and set the rear wheel average wheel speed V _R vehicle speed deviation corresponding driving force calculated based on the command value alpha _.DELTA.VR as final vehicle speed deviation corresponding driving force command value alpha _{[Delta] V} (Step S94). Also, by setting the running resistance corresponding driving force command value alpha _SR calculated based on the rear wheel average wheel speed V _R as finally running resistance corresponding driving force command value alpha _S (step S95). On the other hand, if the increment of the running resistance corresponding driving force command value alpha _S is greater than the decrease in the vehicle speed difference corresponding driving force command value _{α ΔV (α ΔVF -α ΔVR <} α SR -α SF), and finally the total drive since the force command value alpha is to avoid excessive, the as first processing similar to the embodiment of the rear-wheel average wheel speed V vehicle speed deviation corresponding driving force command value is calculated based on _R alpha _.DELTA.VR finally The vehicle speed deviation equivalent driving force command value α _ΔV is set (step S92). Also, by setting the running resistance corresponding driving force command value alpha _SF calculated based on the front wheel average wheel speed V _F as the final running resistance corresponding driving force command value alpha _S (step S93).

In the third embodiment, the embodiment can also be realized by the following configuration.
That, in the third embodiment has been described a case in which by using a vehicle speed to obtain a travel control overall from the rear wheel average wheel speed V _R. In contrast, it can also be carried out using the vehicle speed to obtain a travel control overall from the front wheel average wheel speed V _F. In this case, the following control is performed.

The driving force command value equivalent to the vehicle speed deviation obtained based on the average value of the wheel speeds of the left and right front wheels, and the average value of the wheel speeds of the left and right front wheels, and the wheels of the left and right rear wheels The difference from the driving force command value equivalent to the vehicle speed deviation obtained based on the average speed is the driving force command value equivalent to the running resistance obtained based on the average wheel speed of the left and right front wheels and the wheel speed of the left and right rear wheels. When the difference is smaller than the difference between the driving force command value corresponding to the running resistance obtained based on the average value, the first vehicle speed is calculated based on the average value of the wheel speeds of the left and right front wheels, and the wheel speeds of the left and right rear wheels The second vehicle speed is calculated based on the average value. In addition, the average value of the wheel speeds of the left and right front wheels is smaller than the average value of the wheel speeds of the left and right rear wheels, and the driving force command value corresponding to the vehicle speed deviation obtained based on the average value of the wheel speeds of the left and right front wheels and the left and right rear wheels The difference from the driving force command value equivalent to the vehicle speed deviation obtained based on the average value of the wheel speed of the vehicle is the driving force command value equivalent to the running resistance obtained based on the average value of the wheel speed of the left and right front wheels and the left and right rear wheels If greater than the difference between the driving force command value of the driving resistance corresponds obtained based on the average value of the wheel speed, based on the average value of the wheel speeds of the left and right rear wheels, to calculate a first vehicle speed, left right front wheel The second vehicle speed is calculated based on the average wheel speed.

(Function and effect)
(1) it is performed by using the vehicle speed obtained from the rear wheel average wheel speed V _R of the running control in general. In such a premise, the rear wheel average wheel speed V _R is average front wheel wheel speed V less than _F, and the rear-wheel average wheel and the vehicle speed deviation corresponding driving force command value alpha _.DELTA.VF obtained on the basis of the front wheel average wheel speed V _F speed V difference between the vehicle speed difference corresponding driving force command value alpha _.DELTA.VR obtained on the basis of _R is, running resistance corresponding driving force command value obtained on the basis of the front wheel average wheel speed V _F alpha _SF and the rear wheel average wheel speed V _{R Is} larger than the difference from the driving resistance command value α _SR obtained based on (α _ΔVR −α _ΔVF > α _SF −α _SR ), as in the first embodiment, the average front wheel speed V calculates a vehicle speed deviation corresponding driving force command value alpha _{[Delta] V} based on _F, and calculates the running resistance corresponding driving force command value alpha _S based on the rear wheel average wheel speed V _R. As a result, the total driving force command value α that is not always excessive can be calculated. Further, it is not necessary to suppress the driving force unnecessarily.

Also, smaller than the front-wheel average wheel speed V _F is the rear wheel average wheel speed V _R, and the front wheel average wheel speed V vehicle speed deviation corresponding driving force command value obtained based on the _F alpha _.DELTA.VF and rear wheel average wheel speed V _R based difference between the vehicle speed deviation corresponding driving force command value alpha _.DELTA.VR obtained is obtained based on the running resistance corresponding driving force command value alpha _SF and the rear wheel average wheel speed V _R obtained on the basis of the front wheel average wheel speed V _F and when the running resistance considerably smaller than the difference between the driving force command value _{α SR (α ΔVF -α ΔVR <} α SR -α SF), wherein as in the first embodiment, the rear wheel average wheel speed _{V R} of the group vehicle speed difference corresponding driving force command value to calculate the alpha _{[Delta] V,} and calculates the running resistance corresponding driving force command value alpha _S based on the front wheel average wheel speed V _F in. As a result, the total driving force command value α that is not always excessive can be calculated. Further, it is not necessary to suppress the driving force unnecessarily.

(2) When performing running control in general using the vehicle speed obtained from the front wheel average wheel speed V _F is also, similarly to the case of using a vehicle speed obtained based on the rear wheel average wheel speed V _R, always so as not excessive A total driving force command value α can be calculated. In addition, pre-free not to suppress the driving force unnecessarily.

It is a block diagram which shows the structure of the vehicle travel control apparatus of the 1st Embodiment of this invention. It is a flowchart which shows the process sequence of the first half of the controller of the traveling control apparatus for vehicles. It is a flowchart which shows the process sequence of the second half of the controller of the traveling control apparatus for vehicles. It is a flowchart which shows the process sequence of the setting process of the vehicle speed V ( _DELTA ) V in a controller. FIG. 7 is a characteristic diagram showing a relationship between a longitudinal acceleration G and a vehicle speed deviation equivalent driving force command value α _ΔV . FIG. 5 is a characteristic diagram showing a relationship between a vehicle speed V _S and a driving resistance command value α _S corresponding to running resistance. When the rear right wheel speed sensor outputs a value smaller than the true value, the vehicle speed calculation value, the vehicle speed deviation equivalent driving force command value α _ΔV , the running resistance equivalent driving force command value α _S , the total driving force It is a characteristic figure showing change with time of command value α. The vehicle speed calculation value, vehicle speed deviation equivalent driving force command value α _ΔV , running resistance equivalent driving force command value α _S , total driving force when the rear right wheel speed sensor outputs a value larger than the true value. It is a characteristic figure showing change with time of command value α. It is a flowchart which shows the process sequence of the controller in 3rd Embodiment. It is a flowchart which shows the process sequence which calculates vehicle speed deviation equivalent driving force command value (alpha) ( _{DELTA) V} and driving resistance equivalent driving force command value (alpha) _S in 3rd Embodiment.

  1 Inter-vehicle distance sensor, 2 front right wheel speed sensor, 3 front left wheel speed sensor, 4 rear right wheel speed sensor, 5 rear left wheel speed sensor, 6 travel control start switch, 7 braking force control device, 8 Engine output control device, 9 controller

Claims (6)

Detecting means for detecting a plurality of values for calculating the vehicle speed ;
First vehicle speed calculating means for calculating a first vehicle speed based on the value detected by the detecting means;
Second vehicle speed calculation means for calculating a second vehicle speed based on the value detected by the detection means;
A driving force command value corresponding to the vehicle speed deviation is calculated based on the first vehicle speed calculated by the first vehicle speed calculating means, and a driving force command corresponding to the vehicle speed deviation corresponding to the deviation between the target vehicle speed and the first vehicle speed. First driving force command value calculating means for calculating a value;
Based on the second vehicle speed which the second vehicle speed calculation means has calculated, and calculates a running resistance corresponding driving force command value, the more the second vehicle speed is large, the increased running resistance corresponding driving force command value 2 driving force command value calculating means;
Driving force command value adding means for adding the driving force command value equivalent to the vehicle speed deviation and the driving force command value equivalent to running resistance calculated by the first and second driving force command value calculating means;
Braking / driving force control means for controlling braking / driving force of the vehicle based on the driving force command value obtained by adding by the driving force command value adding means ,
The detection means is a wheel speed detection means provided on each wheel as a value for detecting the wheel speed of each wheel as a value for calculating the vehicle speed,
The first vehicle speed calculating means calculates the first vehicle speed from the larger value of the average value of the wheel speeds of the left and right rear wheels detected by the detecting means and the average value of the wheel speeds of the left and right front wheels,
The second vehicle speed calculation means calculates the second vehicle speed from the smaller value of the average value of the wheel speeds of the left and right rear wheels detected by the detection means and the average value of the wheel speeds of the left and right front wheels. A vehicle travel control device. Detecting means for detecting a plurality of values for calculating the vehicle speed ;
First vehicle speed calculating means for calculating a first vehicle speed based on the value detected by the detecting means;
Second vehicle speed calculation means for calculating a second vehicle speed based on the value detected by the detection means;
A driving force command value corresponding to the vehicle speed deviation is calculated based on the first vehicle speed calculated by the first vehicle speed calculating means, and a driving force command corresponding to the vehicle speed deviation corresponding to the deviation between the target vehicle speed and the first vehicle speed. First driving force command value calculating means for calculating a value;
Based on the second vehicle speed which the second vehicle speed calculation means has calculated, and calculates a running resistance corresponding driving force command value, the more the second vehicle speed is large, the increased running resistance corresponding driving force command value 2 driving force command value calculating means;
Driving force command value adding means for adding the driving force command value equivalent to the vehicle speed deviation and the driving force command value equivalent to running resistance calculated by the first and second driving force command value calculating means;
Braking / driving force control means for controlling braking / driving force of the vehicle based on the driving force command value obtained by adding by the driving force command value adding means ,
The detection means is a wheel speed detection means provided on each wheel as a value for detecting the wheel speed of each wheel as a value for calculating the vehicle speed,
The first vehicle speed calculation means calculates the first vehicle speed from the maximum wheel speed among the wheel speeds of the wheels detected by the detection means,
The second vehicle speed calculation means calculates the second vehicle speed from a minimum wheel speed among wheel speeds of each wheel detected by the detection means . Run line control in general is, which the detection means is performed using a vehicle speed obtained based on the average value of the wheel speeds of the left and right rear wheels detected,
The driving force command value equivalent to the vehicle speed deviation obtained based on the average value of the wheel speeds of the left and right front wheels, and the average value of the wheel speeds of the left and right front wheels, and the wheels of the left and right rear wheels The difference from the driving force command value equivalent to the vehicle speed deviation obtained based on the average speed is the driving force command value equivalent to the running resistance obtained based on the average wheel speed of the left and right front wheels and the wheel speed of the left and right rear wheels. If greater than the difference between the driving force command value of the driving resistance corresponds obtained based on the average value, the first vehicle speed calculation means, based on the average value of the left and right front wheel speed, calculates the first vehicle speed while, the second vehicle speed calculation means, based on the average value of the wheel speeds of the left and right rear wheels, to calculate the second speed,
The driving force command value equivalent to the vehicle speed deviation obtained based on the average value of the wheel speeds of the left and right front wheels and the average value of the wheel speeds of the left and right front wheels and the wheels of the left and right rear wheels. The difference from the driving force command value equivalent to the vehicle speed deviation obtained based on the average speed is the driving force command value equivalent to the running resistance obtained based on the average wheel speed of the left and right front wheels and the wheel speed of the left and right rear wheels. If smaller than the difference between the driving force command value of the driving resistance corresponds obtained based on the average value, the first vehicle speed calculation means, based on the average value of the wheel speeds of the left and right rear wheels, the first vehicle speed and calculates the second vehicle speed calculation means, based on the average value of the left and right front wheel speed, vehicle control system according to claim 1, characterized in that to calculate the second speed. Overall traveling control is performed using the vehicle speed obtained based on the average value of the wheel speeds of the left and right front wheels detected by the detection means,
The driving force command value equivalent to the vehicle speed deviation obtained based on the average value of the wheel speeds of the left and right front wheels, and the average value of the wheel speeds of the left and right front wheels, and the wheels of the left and right rear wheels The difference from the driving force command value equivalent to the vehicle speed deviation obtained based on the average speed is the driving force command value equivalent to the running resistance obtained based on the average wheel speed of the left and right front wheels and the wheel speed of the left and right rear wheels. If smaller than the difference between the driving force command value of the driving resistance corresponds obtained based on the average value, the first vehicle speed calculation means, based on the average value of the left and right front wheel speed, calculates the first vehicle speed while, the second vehicle speed calculation means, based on the average value of the wheel speeds of the left and right rear wheels, to calculate the second speed,
The driving force command value equivalent to the vehicle speed deviation obtained based on the average value of the wheel speeds of the left and right front wheels and the average value of the wheel speeds of the left and right front wheels and the wheels of the left and right rear wheels. The difference from the driving force command value equivalent to the vehicle speed deviation obtained based on the average speed is the driving force command value equivalent to the running resistance obtained based on the average wheel speed of the left and right front wheels and the wheel speed of the left and right rear wheels. If greater than the difference between the driving force command value of the driving resistance corresponds obtained based on the average value, the first vehicle speed calculation means, based on the average value of the wheel speeds of the left and right rear wheels, the first vehicle speed and calculates the second vehicle speed calculation means, based on the average value of the left and right front wheel speed, vehicle control system according to claim 1, characterized in that to calculate the second speed. A driving force command value corresponding to the vehicle speed deviation corresponding to the deviation between the target vehicle speed and the vehicle speed is calculated, and a driving force command value corresponding to the running resistance that increases as the vehicle speed increases, and a driving force equivalent to the calculated vehicle speed deviation is calculated. In the vehicle travel control method for adding the command value and the driving force command value corresponding to the running resistance, and controlling the braking / driving force of the vehicle based on the driving force command value obtained by the addition,
In order to detect a plurality of values for calculating the vehicle speed, the vehicle speed is determined by using any one of a plurality of values detected by a detecting means which is a wheel speed detecting means provided for each wheel as a wheel speed of each wheel. When calculating, for calculating the driving force command value corresponding to the vehicle speed deviation from the larger value of the average value of the wheel speeds of the left and right rear wheels detected by the detection means and the average value of the wheel speeds of the left and right front wheels . While calculating the first vehicle speed, the driving force command value corresponding to the running resistance is calculated from the smaller one of the average value of the wheel speeds of the left and right rear wheels and the average value of the wheel speeds of the left and right front wheels detected by the detecting means. A vehicle travel control method, comprising: calculating a second vehicle speed for calculating the vehicle speed . A driving force command value corresponding to the vehicle speed deviation corresponding to the deviation between the target vehicle speed and the vehicle speed is calculated, and a driving force command value corresponding to the running resistance that increases as the vehicle speed increases, and a driving force equivalent to the calculated vehicle speed deviation is calculated. In the vehicle travel control method for adding the command value and the driving force command value corresponding to the running resistance, and controlling the braking / driving force of the vehicle based on the driving force command value obtained by the addition,
In order to detect a plurality of values for calculating the vehicle speed, the vehicle speed is determined by using any one of a plurality of values detected by a detecting means which is a wheel speed detecting means provided for each wheel as a wheel speed of each wheel. upon calculating, among the wheel speed of each wheel detected by the detection unit, calculates the first vehicle speed for calculating the driving force command value of the vehicle speed difference corresponding the wheel speed of the maximum value, the detection means detects A vehicle travel control method, comprising: calculating a second vehicle speed for calculating a driving force command value corresponding to the travel resistance from a minimum wheel speed among the wheel speeds of the wheels .

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