JP2003335147A - Vehicle travelling control device and its method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To accelerate a vehicle just enough when starting by estimating the influences of disturbance on a road in simple construction. <P>SOLUTION: A main ECU 20 sets target acceleration/deceleration, calculates an opening command value for an electronic throttle 23 to be fed to an engine ECU 17, and calculates actual acceleration/deceleration in accordance with the detection result of a wheel speed sensor 14. It also integrates the target acceleration/deceleration and the actual acceleration/deceleration after the start of braking control, defines the ratio of its integrated value as a disturbance estimated value, and sets a control coefficient to be used for calculating the opening command value for the electronic throttle 23 depending on the disturbance estimated value. At starting in a stopped condition, it uses the set control coefficient to calculate the opening command value for the electronic throttle 23 to be fed to the engine ECU 17. <P>COPYRIGHT: (C)2004,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle traveling control technique for detecting a vehicle-to-vehicle distance between a vehicle and a preceding vehicle and controlling traveling of the vehicle to keep the vehicle-to-vehicle distance at a predetermined distance.

[0002]

2. Description of the Related Art An inter-vehicle distance control system that detects the actual inter-vehicle distance, which is the inter-vehicle distance between a vehicle and a preceding vehicle, and keeps the actual inter-vehicle distance at a predetermined target inter-vehicle distance, and follows the preceding vehicle to travel. Are known. There is also known a system in which, when the driver presses a start switch while the vehicle is stopped, the driver automatically starts the vehicle without operating the accelerator pedal.

[0003]

However, in such an automatic start, excess or deficiency of acceleration at the start occurs when there is a road disturbance such as a road gradient. That is,
If the road is downhill, the acceleration is excessive, and if it is uphill, the acceleration is insufficient. In order to avoid this, a gradient sensor for detecting the gradient of the vehicle may be provided, but this is not preferable because it increases the number of parts. In addition, JP-A-1
Although Japanese Patent Laid-Open No. 1-66499 describes that the traveling control is performed in consideration of the road surface gradient, the method for detecting the road surface gradient is not disclosed at all.

The present invention has been made in view of the above problems, and provides a vehicle traveling control device and method capable of estimating the influence of a road disturbance with a simple structure and accelerating the vehicle at the time of starting. The purpose is to do.

[0005]

In order to achieve the above object, the invention according to claim 1 is a vehicle running control device capable of automatically starting without an operation of an accelerator pedal by a driver. Target value setting means for repeatedly setting a target value of a value related to traveling, drive control means for controlling engine driving of the own vehicle based on the target value set by the target value setting means, and of the own vehicle during traveling. A travel value detection unit that repeatedly detects a value related to travel, and a disturbance estimated value that calculates a road disturbance estimated value based on the target value set by the target value setting unit and the detection value detected by the travel value detection unit. And a coefficient setting means for setting a control coefficient for the engine drive according to the disturbance estimated value calculated by the disturbance estimated value calculating means. When starting from state, it is characterized by performing the control of the engine drive with the set control coefficients by the coefficient setting means.

According to this structure, the target value of the value relating to the running of the host vehicle is repeatedly set, and the engine drive of the host vehicle is controlled based on the set target value. Further, a value related to the traveling of the own vehicle during traveling is repeatedly detected, a road disturbance estimated value is calculated based on the set target value and the detected value, and the engine is determined according to the calculated disturbance estimated value. The drive control coefficient is set. Then, when the vehicle starts from the stopped state, the control of the engine drive is performed using the control coefficient set according to the estimated disturbance value, so that the vehicle is accelerated without excess or deficiency at the time of starting.

Further, the disturbance estimated value calculation means detects, as the disturbance estimated value, a detection value repeatedly detected by the running value detection means with respect to a target integrated value obtained by integrating target values repeatedly set by the target value setting means. You may calculate the ratio of the detection integrated value which integrated the value (Claim 2).

According to this configuration, since the ratio of the detected integrated value obtained by integrating the detected detection value to the target integrated value obtained by integrating the set target value is calculated as the disturbance estimated value, the estimated disturbance value is calculated. Represents the delay with respect to the target value when the host vehicle is running, which allows the disturbance on the road to be accurately estimated.

Further, if the disturbance estimated value calculation means starts the integration of the target value and the integration of the detected value from the start time of the braking control for stopping the own vehicle (claim 3), at the time of stop. Since it is considered that the road condition does not significantly change between the start and the start, it is possible to accurately estimate the road disturbance at the start.

Further, if the coefficient setting means reduces the control coefficient as the ratio becomes smaller (claim 4), the fact that the delay with respect to the target value in the traveling of the own vehicle is smaller means that the road is a downward slope. Since it is considered that there is some, it is possible to avoid excessive acceleration at the time of starting by reducing the control coefficient.

Further, the drive control means obtains a throttle opening command value by using a multiplication value obtained by multiplying the target value and the control coefficient as the engine drive control, and the throttle command value is related to the opening command value. The control may be performed so that the throttle openings match (claim 5).

According to this structure, when the vehicle starts from the stopped state, the throttle opening command value is obtained by using the multiplication value obtained by multiplying the target value and the control coefficient set according to the estimated disturbance value. By performing control so that the opening degree of the throttle coincides with the opening degree command value, the vehicle is accelerated without excess or deficiency when starting.

If the value relating to the running of the host vehicle is acceleration / deceleration (claim 6), the detected current host vehicle speed is detected with respect to the target acceleration / deceleration set when the vehicle starts from a stopped state. Acceleration / deceleration follows well.

Further, the invention according to claim 7 is a vehicle travel control method capable of automatically starting without a driver's operation of an accelerator pedal, wherein a target value for repeatedly setting a target value for travel of the vehicle is set. A setting step, a drive control step for controlling engine driving of the own vehicle based on the target value set by the target value setting means, and a running value detecting step for repeatedly detecting a value related to running of the own vehicle during running. A disturbance estimated value calculating step of calculating a road disturbance estimated value based on the target value set in the target value setting step and the detected value detected in the traveling value detecting step; and a disturbance estimated value calculating step A coefficient setting step of setting a control coefficient of the engine drive according to the estimated disturbance value, the drive control step, when starting from a stopped state, the coefficient It is characterized by performing the control of the engine drive with a control factor set in the constant process.

According to this structure, the target value of the value relating to the traveling of the own vehicle is repeatedly set, and the engine drive of the own vehicle is controlled based on the set target value. Further, a value related to the traveling of the own vehicle during traveling is repeatedly detected, a road disturbance estimated value is calculated based on the set target value and the detected value, and the engine is determined according to the calculated disturbance estimated value. The drive control coefficient is set. Then, when the vehicle starts from the stopped state, the control of the engine drive is performed using the control coefficient set according to the estimated disturbance value, so that the vehicle is accelerated without excess or deficiency at the time of starting.

[0016]

DESCRIPTION OF THE PREFERRED EMBODIMENTS First, the configuration of an embodiment of a vehicle travel control device according to the present invention will be described with reference to FIGS. FIG. 1 is a block diagram showing a control configuration of the embodiment, FIGS. 2 and 3 are diagrams showing preset values stored in a storage unit, and FIG. 2 shows an example of a target inter-vehicle distance,
FIG. 3 shows the control coefficient set according to the estimated disturbance value. Further, FIG. 4 is a functional block diagram showing a calculation procedure of the opening degree command value θt of the electronic throttle.

This vehicle running control device can cope with automation of vehicle running such as follow-up running according to the movement of a preceding vehicle running ahead of the running lane of the own vehicle, and is related to the operation of the brake pedal by the driver. Instead, when the actual vehicle-to-vehicle distance, which is the vehicle-to-vehicle distance between the vehicle and the preceding vehicle, becomes shorter, brake fluid pressure is automatically generated to apply braking pressure to the wheels to decelerate, or the start switch is turned on when stopped. Then, regardless of the operation of the accelerator pedal by the driver, the opening degree of the electronic throttle or the fuel supply amount is controlled to accelerate the vehicle.

As shown in FIG. 1, this vehicle traveling control device includes an automatic traveling switch 11, a starting switch 12, a vehicle distance setting switch 13, a wheel speed sensor 14, and a vehicle distance sensor 1.
5, a throttle opening sensor 16, a throttle electronic control unit (ECU) 17, a brake ECU 18, a storage unit 19, and a main ECU 20 electrically connected to these, and are electrically connected to the engine ECU 17. The engine 21 and the actuator unit 22 electrically connected to the brake ECU 18 are provided.

The automatic traveling switch 11 is a switch for instructing the automatic traveling that follows the preceding vehicle, and when the driver turns it on, the automatic traveling is performed. Start switch 12
Has a function as a start instruction means for instructing the vehicle to start, and automatically starts when the driver turns on the vehicle while the vehicle is stopped. The inter-vehicle distance setting switch 13 is a switch for the driver to select a desired target inter-vehicle distance curve from among a plurality of preset target inter-vehicle distance curves (described later). The wheel speed sensor 14 is provided corresponding to each wheel and detects the rotational speed of the corresponding wheel, and is composed of, for example, a pulse encoder. The inter-vehicle distance sensor 15 detects the actual inter-vehicle distance Dr between the own vehicle and the preceding vehicle, and is composed of, for example, a laser emitting section and a light receiving section. The throttle opening sensor 16 is
The current opening θr of the electronic throttle 23 is detected.

The engine 21 is provided with an electronic throttle 23, a transmission, etc., and the opening degree of the electronic throttle 23 is controlled based on a control signal from the engine ECU 17 to accelerate or decelerate the vehicle. The actuator section 22 is
During automatic traveling, brake fluid pressure is generated based on a control signal from the brake ECU 18, and the generated brake fluid pressure is transmitted to a wheel cylinder (not shown),
A braking force corresponding to the transmitted brake hydraulic pressure is applied to the wheels to decelerate the vehicle.

The storage unit 19 is composed of a ROM, a RAM, etc., and stores a control program of the main ECU 20 including various preset values and also temporarily stores calculation data and the like. As shown in FIG. 2, the storage unit 19 has a plurality of target inter-vehicle distance curves Dt set according to the vehicle speed Vn (see FIG. 2).
The target inter-vehicle distance curve selected by the inter-vehicle distance setting switch 13 is set as the target inter-vehicle distance of the host vehicle. In addition, the storage unit 19
As shown in FIG. 3, as a preset value, a control coefficient Kp for throttle opening control set according to a disturbance estimated value P, which will be described later, is stored.

The main ECU 20 is composed of a CPU and the like, and based on the results detected by the wheel speed sensor 14 and the inter-vehicle distance sensor 15, a control signal is sent to the engine ECU 17 and the brake ECU 18 according to a control program stored in the storage unit 19. To control the traveling of the vehicle and has the following functions. The calculation of each value is performed at a predetermined sampling cycle (for example, 10 msec).

When the automatic traveling switch 11 is turned on, a function of automatically traveling to follow the preceding vehicle. A function that automatically starts when the start switch 12 is turned on while the vehicle is stopped. A function of setting the target vehicle distance curve selected by the vehicle distance setting switch 13 as the target vehicle distance Dt in automatic traveling. A function of calculating the own vehicle speed Vn based on the rotation speed of each wheel detected by the wheel speed sensor 14. A function of determining the presence or absence of a preceding vehicle based on the detection signal of the inter-vehicle distance sensor 15 and obtaining the actual inter-vehicle distance Dr between the own vehicle and the preceding vehicle. A function of calculating the relative speed Vr between the own vehicle and the preceding vehicle based on the change in the actual inter-vehicle distance Dr and the own vehicle speed Vn. A function of calculating the actual acceleration / deceleration Ar of the vehicle based on the change in the vehicle speed Vn. A function of calculating a target deviation ΔA = (At−Ar) which is a deviation between the target acceleration / deceleration At and the actual acceleration / deceleration Ar.

Based on the deviation ΔD = (Dt-Dr) between the target inter-vehicle distance Dt and the actual inter-vehicle distance Dr, and the relative speed Vr,
A function to obtain the target acceleration / deceleration At by At = K1 · ΔD + K2 · Vr (1). However, K1 and K2 are preset coefficients.

A function for calculating a disturbance estimated value P for estimating a road disturbance. The target acceleration / deceleration At and the actual acceleration / deceleration Ar, which are repeatedly calculated for each predetermined sampling period, are accumulated until a preset set time T1 elapses from the time when the braking control is started to stop the vehicle. Then, the target acceleration / deceleration At when the set time T1 has elapsed
Let IAt be the integrated value (target integrated value) of I and the integrated value (detected integrated value) of the actual acceleration / deceleration Ar be the estimated disturbance value P.
Is calculated by P = IAr / IAt (2)

As will be seen from FIG. 6 described later, the fact that the estimated disturbance value P is large (P≈1) means that the target acceleration / deceleration At
The deceleration delay is small, and the road is presumed to have an upward slope. On the other hand, the fact that the estimated disturbance value P is small (0 <P << 1) means that the deceleration delay is large with respect to the target acceleration / deceleration At, and the road is estimated to be a downhill grade.

A function of calculating the opening command value θt of the electronic throttle 23 using the target acceleration / deceleration At and the like, and sending the calculated opening command value θt to the engine ECU 17. As shown in FIG. 4, the main ECU 20 serves as a functional block that calculates the opening command value θt of the electronic throttle 23, and includes a feedforward compensator 31, adders 32 and 33, and a PID.
The compensator 34 is provided.

The feedforward compensator 31 calculates a multiplication value Kf · At obtained by multiplying the target acceleration / deceleration At by the feedforward coefficient Kf and sends it to the adder 34. Based on the relationship between the estimated disturbance value P and the control coefficient Kp shown in FIG. 3, the control coefficient Kp is obtained from the estimated disturbance value P calculated by the above function. Then, the feedforward coefficient Kf is calculated by Kf = Kp · Kf (3), and the multiplication value Kf · At is calculated using this.

The adder 32 calculates a target deviation ΔA = (At-Ar) using the target acceleration / deceleration At and the actual acceleration / deceleration Ar. The PID compensator 34 calculates the proportional term K3 of the target deviation ΔA.
・ ΔA, integral term K4 ・ ∫ΔA ・ dt, differential term K5 ・ d (ΔA) / dt is added, F is F = K3 ・ ΔA + K4 ・ ∫ΔA ・ dt + K5 ・ d (ΔA) / It is obtained by dt (4) and sent to the adder 33. However, K3, K4, K5
Is a preset coefficient.

The adder 32 calculates the opening command value θt of the electronic throttle 23 by θt = Kf · At + F (5) and sends it to the engine ECU 17.

The main ECU 20 corresponds to target value setting means, drive control means, disturbance estimated value calculating means, and coefficient setting means. In addition, the wheel speed sensor 14 and the main ECU 20 constitute a traveling value detecting means.

Next, the automatic start control in this embodiment will be described with reference to FIGS. FIG. 5 is a flowchart showing a procedure for calculating the control coefficient Kp, and FIG. 6 is a timing chart showing changes in the target acceleration / deceleration At and the actual acceleration / deceleration Ar. The routine shown in FIG. 5 is executed at a predetermined sampling cycle (for example, 10 msec).

First, it is determined whether the brake control is started (step # 10). This determination is made, for example, in the brake ECU 18 depending on whether or not the brake control start flag is set. If the brake control has not been started (NO in step # 10), this routine ends.

On the other hand, when the brake control is started at time t1 in FIG. 6 (YES in step # 10), integration of the target acceleration / deceleration At and the actual acceleration / deceleration Ar calculated in another routine is started. . That is, the integrated value IAt of the target acceleration / deceleration At is calculated by IAt = IAt + At (step # 12), and then the integrated value IAr of the actual acceleration / deceleration Ar is calculated by IAr = IAr + Ar (step # 14).

Next, it is judged whether or not the set time T1 has elapsed from the start time of the brake control and the end timing has been reached (step # 16). If the set time T1 has not yet passed (NO in step # 16), This routine ends. As a result, the integration of steps # 12 and # 14 is performed every sampling cycle.

At time t2 in FIG. 6, when the set time T1 has elapsed from the start time of the brake control and the end timing has come (YES in step # 16), the disturbance estimated value P is calculated by P = IAr / IAt ( Step # 1
8) Then, the control coefficient Kp corresponding to the estimated disturbance value P is obtained and stored in the storage unit 19 (step # 20).

Subsequently, in FIG. 6, when the start switch 12 is turned on at time t3, the target acceleration / deceleration At increases. For this target acceleration / deceleration At, electronic throttle 2
The opening degree command value θt of 3 is obtained using the control coefficient Kp,
The opening degree of the electronic throttle 23 is controlled according to the opening degree command value θt, and the engine 21 and the actuator section 22 are controlled to automatically start the vehicle. As a result, the actual acceleration / deceleration Ar follows the target acceleration / deceleration At well, as shown in FIG.

Here, for example, when the road has a downward slope, the feedforward coefficient K is used without using the estimated disturbance value P.
According to the conventional control in which f is a fixed value, the actual acceleration / deceleration Ar ′ may greatly exceed the target acceleration / deceleration At as shown by a dashed line in the figure as a comparative example. In the form, such a situation can be prevented in advance.

As described above, according to this embodiment, the estimated disturbance value P is obtained by using the target acceleration / deceleration At and the actual acceleration / deceleration Ar during traveling, and the control coefficient Kp is obtained in accordance with the estimated disturbance value P. Since the feedforward coefficient Kf for calculating the opening command value θt of the throttle 23 is changed by the control coefficient Kp, when starting from a stopped state, regardless of road disturbance such as road gradient,
It is possible to prevent the actual acceleration / deceleration Ar from becoming excessive or deficient with respect to the target acceleration / deceleration At, whereby it is possible to realize traveling control that follows the target acceleration / deceleration At well.

Further, according to this embodiment, the estimated disturbance value P is calculated using the target acceleration / deceleration At and the actual acceleration / deceleration Ar from the start of the brake control for stopping the own vehicle. Since it is considered that the road condition does not change significantly between the time of departure and the time of start, it is possible to accurately estimate the road disturbance at the time of start.

Further, according to this embodiment, the estimated disturbance value P
Is the ratio of the integrated value of the target acceleration / deceleration At and the actual acceleration / deceleration Ar, the target acceleration / deceleration At and the actual acceleration / deceleration A
The deceleration delay can be accurately represented regardless of the magnitude of the absolute value of r, and thus the road disturbance can be accurately estimated.

Further, in the present embodiment, as shown in FIG. 3, the control coefficient Kp set in accordance with the disturbance estimated value P is set to the upper limit value and the lower limit value, whereby the feedforward coefficient Kf is set extremely. It prevents it from changing to a different value.

The present invention is not limited to the above embodiment, and various modifications other than those described above can be made without departing from the spirit of the invention, for example, the coefficient K3 in the PID compensator 34. , K4, K5, the set values may be changed in accordance with the estimated disturbance value P, similarly to the feedforward coefficient Kf.

In the above embodiment, the target acceleration / deceleration A
Although t and the actual acceleration / deceleration Ar are integrated until the set time T1 elapses from the brake control start time, the invention is not limited to this, and the integrated value IAt of the target acceleration / deceleration At or the actual acceleration / deceleration is calculated from the brake control start time. It may be performed until the integrated value IAr of the speed Ar reaches a predetermined value.

Further, in the above embodiment, the opening command value θt of the electronic throttle 23 is determined by the configuration shown in FIG. 4, but the invention is not limited to this, and another configuration or another arithmetic expression may be used. May be.

Further, in the above embodiment, the drive control of the engine 21 is explained by using the opening control of the electronic throttle 23, but this is an example, and the fuel supply amount (fuel injection amount) of the engine 21 is described. It can be applied to other controls such as.

Further, in the above embodiment, the acceleration / deceleration is used as a value relating to the traveling of the vehicle, and the traveling control of the vehicle is performed based on the target acceleration / deceleration At, but the invention is not limited to this.
For example, the vehicle speed may be used as a value relating to the traveling of the own vehicle, and the traveling control of the own vehicle may be performed based on the target vehicle speed.

[0048]

As described above, according to the inventions of claims 1 and 7, the estimated disturbance value of the road is calculated based on the target value of the value related to the traveling of the own vehicle and the detected value of the value related to the traveling of the own vehicle. Calculate and set the engine driving control coefficient according to the calculated disturbance estimated value, and when starting from a stopped state, control the engine drive using the control coefficient set according to the disturbance estimated value As a result, the vehicle can be accelerated without excess or deficiency when starting.

Further, according to the second aspect of the present invention, as the estimated disturbance value, the ratio of the detected integrated value obtained by integrating the detected value to the target integrated value obtained by integrating the target value is calculated. The value represents the delay with respect to the target value when the vehicle is running, and thus the road disturbance can be accurately estimated.

Further, according to the invention of claim 3, since the integration of the target value and the integration of the detected value are started from the start time of the braking control for stopping the own vehicle, the operation is stopped and stopped. Since it is considered that the road condition does not change significantly, it is possible to accurately estimate the road disturbance at the time of starting.

According to the invention of claim 4, the control coefficient is reduced as the ratio becomes smaller.
Since it is considered that the road has a downward slope when the delay with respect to the target value when the vehicle is traveling is small, it is possible to avoid excessive acceleration at the time of starting by reducing the control coefficient.

Further, according to the invention of claim 5, as the engine drive control, the throttle opening command value is obtained by using the multiplication value obtained by multiplying the target value and the control coefficient, and the throttle opening command value is related to this opening command value. Since the control is performed so that the throttle openings match, the vehicle can be accelerated without excess or deficiency when starting.

Further, according to the invention of claim 6, since the value relating to the running of the own vehicle is the acceleration / deceleration, with respect to the target acceleration / deceleration set when starting from the stopped state,
The detected current acceleration / deceleration of the own vehicle can be appropriately followed.

[Brief description of drawings]

FIG. 1 is a block diagram showing a control configuration of an embodiment of a vehicle travel control device according to the present invention.

FIG. 2 is a diagram showing an example of a target inter-vehicle distance set according to a vehicle speed.

FIG. 3 is a diagram showing a control coefficient set according to a disturbance estimated value.

FIG. 4 is a functional block diagram showing a procedure for calculating an electronic throttle opening command value.

FIG. 5 is a flowchart showing a procedure for calculating a control coefficient.

FIG. 6 is a timing chart showing the transition of the actual acceleration / deceleration following the target acceleration / deceleration.

[Explanation of symbols]

14 wheel speed sensor (running value detecting means) 17 engine ECU 19 storage unit 20 main ECU (target value setting means, drive control means,
Disturbance estimated value calculation means, coefficient setting means, running value detection means) 21 Engine 23 Electronic throttle

Continued front page    F-term (reference) 3D044 AA01 AA21 AA25 AA50 AB01                       AC03 AC26 AC51 AC59 AD04                       AD21 AE21                 3D046 BB17 GG02 HH05 HH20 HH25                       HH36 JJ02 KK08 KK11                 3G093 AA05 BA15 BA27 CB10 DA06                       DB05 DB16 EA09 EB04 FA04                 3G301 JA03 JA11 KA12 KA16 KB01                       LA03 NA04 NA05 NA09 ND01                       ND45 NE01 PA11Z PF01Z                       PF03Z                 5H180 AA01 CC27 LL01 LL04 LL09

Claims (7)

[Claims] 1. A vehicle travel control device capable of automatically starting without a driver's operation of an accelerator pedal, a target value setting means for repeatedly setting a target value of a value relating to traveling of the vehicle, and the target value setting means. Is set by the drive control means for controlling the engine drive of the own vehicle based on the target value set by, the traveling value detecting means for repeatedly detecting the value related to the traveling of the own vehicle during traveling, and the target value setting means. A disturbance estimated value calculating means for calculating a road disturbance estimated value based on the target value and the detected value detected by the traveling value detecting means, and the disturbance estimated value calculated by the disturbance estimated value calculating means according to the disturbance estimated value. Coefficient setting means for setting a control coefficient for engine driving, wherein the drive control means sets the control coefficient set by the coefficient setting means when starting from a stopped state. A vehicle travel control device, characterized in that the engine drive control is performed using a vehicle. 2. The disturbance estimated value computing means detects, as the disturbance estimated value, a target integrated value obtained by accumulating a target value repeatedly set by the target value setting means, which is repeatedly detected by the running value detecting means. The vehicle travel control device according to claim 1, wherein a ratio of detected integrated values obtained by integrating the values is calculated. 3. The disturbance estimated value calculation means starts the integration of the target value and the integration of the detected value from the start time of the braking control for stopping the own vehicle. Vehicle drive control device. 4. The vehicle travel control device according to claim 2, wherein the coefficient setting unit decreases the control coefficient as the ratio decreases. 5. The drive control means obtains a throttle opening command value by using a multiplication value obtained by multiplying the target value and the control coefficient and controls the opening command value to control the engine drive. The vehicle travel control device according to any one of claims 1 to 4, wherein the control is performed so that the opening degrees of the throttles match. 6. The vehicle traveling control device according to claim 1, wherein the value related to traveling of the own vehicle is acceleration / deceleration. 7. A vehicle travel control method capable of automatically starting without a driver's operation of an accelerator pedal, a target value setting step of repeatedly setting a target value of a value relating to the travel of the vehicle, said target value setting means. The drive control step for controlling the engine drive of the own vehicle based on the target value set by, the traveling value detecting step for repeatedly detecting the value relating to the traveling of the own vehicle during traveling, and the target value setting step are set. A disturbance estimated value calculating step of calculating a road disturbance estimated value based on the target value and the detection value detected in the traveling value detecting step, and the disturbance estimated value calculated in the disturbance estimated value calculating step according to the disturbance estimated value. A coefficient setting step of setting a control coefficient for engine drive, wherein the drive control step is set in the coefficient setting step when starting from a stopped state. A vehicle travel control method, characterized in that the engine drive is controlled using a control coefficient.