JP2008239035A - Vehicle speed control device - Google Patents

Abstract

A vehicle speed control device that can be applied to a constant speed traveling control device and an inter-vehicle distance control device with an inexpensive configuration without detecting a steering wheel angle is provided.
In a vehicle speed control device that controls the speed of a vehicle based on a deviation between a set target vehicle speed _Vcc and an actual vehicle speed V, a steering torque detection means that detects a steering torque Th input to the steering device of the vehicle. 2 and a vehicle speed correction amount setting means 28 for obtaining a correction amount V _ar of the target vehicle speed based on the steering torque Th, and an acceleration control gain correction amount setting means 32 for setting the correction amount G _ar of the acceleration control gain G _{acc with} respect to the target vehicle speed. And correction means 30 and 34 for correcting the target vehicle speed V _cc based on the correction amount V _ar and correcting the acceleration control gain G _acc based on the correction amount G _ar .
[Selection] Figure 1

Description

  The present invention is used for constant speed traveling control (cruise control) that travels at a set vehicle speed set by a driver, inter-vehicle distance control (ACC; adaptive cruise control) that keeps the distance from the preceding vehicle constant. The present invention relates to a preferred vehicle speed control device.

Conventionally, a constant speed travel control device (cruise control) that travels at a set vehicle speed set by the driver has been put into practical use, and an inter-vehicle distance control device (ACC) that travels while maintaining a constant distance from the preceding vehicle. ) Has also been put to practical use.
In such a constant speed traveling control device, for example, a technique disclosed in Patent Document 1 is known. These patent documents 1 eliminate the troublesomeness of setting the vehicle speed again when the constant speed running is canceled by braking operation on a curve or stepping on the accelerator on an uphill during constant speed running at the set vehicle speed. Therefore, a technique is disclosed in which the set vehicle speed for constant speed traveling is reduced in proportion to the size of the steering wheel angle operated by the driver.

By the way, in the prior art of the above-mentioned Patent Document 1, when the vehicle speed decreases due to a disturbance or the like during curve traveling, the vehicle accelerates toward the set vehicle speed thereafter. Gives the driver a sense of incongruity.
Therefore, in Patent Document 2 below, in order to suppress acceleration in such a curve, the vehicle speed feedback is performed while the set vehicle speed is reduced based on the steering wheel angle when the vehicle is running at a constant speed during execution of constant speed travel control. A technique is disclosed in which the acceleration followability when the vehicle speed is lower than the set vehicle speed is reduced by reducing the gain only on the acceleration side, thereby suppressing the acceleration in the curve that makes the driver feel uncomfortable.
JP 50-41227 A JP-A-8-310270

However, in the conventional techniques as described above, since the control is executed based on the steering wheel angle, a sensor for detecting the steering wheel angle is required, and there is a problem that the cost is increased.
The present invention has been devised in view of such problems, and provides a vehicle speed control device that can be applied to a constant speed travel control device and an inter-vehicle distance control device with an inexpensive configuration without detecting a steering wheel angle. Objective.

The vehicle speed control device of the present invention is a vehicle speed control device that controls the speed of a vehicle based on a deviation between a set target vehicle speed ( _Vcc ) and a current actual vehicle speed, and a steering torque input to the steering device of the vehicle. Steering torque detection means for detecting (Th), vehicle speed correction amount setting means for determining a correction amount (V _ar ) of the target vehicle speed based on the steering torque detected by the steering torque detection means, and the vehicle speed correction amount And correction means for correcting the target vehicle speed (V _cc ) based on the correction amount (V _ar ) set by the setting means (Claim 1).

The vehicle speed control device of the present invention is a vehicle speed control device that controls the vehicle speed based on the deviation between the set target vehicle speed ( _Vcc ) and the current actual vehicle speed, and is input to the steering device of the vehicle. Steering torque detection means for detecting steering torque (Th), and an amount of correction (G _ar ) for acceleration control gain (G _acc ) representing followability with respect to the target vehicle speed based on the steering torque detected by the steering torque detection means ) To set the acceleration control gain correction amount, and correction means to correct the acceleration control gain (G _acc ) based on the correction amount (G _ar ) set by the acceleration control gain correction amount setting means. (Claim 2).

The vehicle speed control device of the present invention is a vehicle speed control device that controls the vehicle speed based on the deviation between the set target vehicle speed ( _Vcc ) and the current actual vehicle speed, and is input to the steering device of the vehicle. Steering torque detection means for detecting steering torque (Th), vehicle speed correction amount setting means for obtaining a correction amount (V _ar ) of the target vehicle speed based on the steering torque detected by the steering torque detection means, and the steering Acceleration control gain correction amount setting means for setting a correction amount (G _ar ) of acceleration control gain (G _acc ) representing followability with respect to the target vehicle speed based on the steering torque detected by the torque detection means, and the vehicle speed correction The target vehicle speed (Vt) is corrected based on the correction amount (V _ar ) set by the amount setting means, and the control is performed based on the correction amount (G _ar ) set by the acceleration control gain correction amount setting means. gain (G _acc It is characterized by having a correction means for correcting the (claim 3).

The vehicle speed control device according to the present invention is a vehicle speed control device that controls the speed of a vehicle based on a deviation between a set target vehicle speed ( _Vcc ) and a current actual vehicle speed, wherein the vehicle is a driver for a steering device. A power steering mechanism that assists the steering of the vehicle, and assist torque detection means for detecting the assist torque (Tm) input to the steering device by the power steering mechanism, and the assist torque detected by the assist torque detection means correction and vehicle speed correction quantity setting means for calculating the correction amount of the target vehicle speed (V _ar), the correction amount set by vehicle speed correction amount setting means the target vehicle speed based on the (V _ar) (V _cc) on the basis of the And a correction means for performing the above-mentioned (claim 4).

The vehicle speed control device of the present invention is a vehicle speed control device that controls the speed of a vehicle based on a deviation between a set target vehicle speed (V _cc ) and a current actual vehicle speed. A power steering mechanism for assisting steering; an assist torque detecting means for detecting an assist torque (Tm) input to the steering device by the power steering mechanism; and the assist torque detected by the assist torque detecting means. An acceleration control gain correction amount setting means for setting a correction amount (G _ar ) of an acceleration control gain (G _acc ) representing followability with respect to the target vehicle speed, and a correction amount set by the acceleration control gain correction amount setting means And correction means for correcting the acceleration control gain (G _acc ) based on (G _ar ).

The vehicle speed control device of the present invention is a vehicle speed control device that controls the speed of a vehicle based on a deviation between a set target vehicle speed (V _cc ) and a current actual vehicle speed. A power steering mechanism for assisting steering; an assist torque detecting means for detecting an assist torque (Tm) input to the steering device by the power steering mechanism; and the assist torque detected by the assist torque detecting means. _Vehicle speed correction amount setting means for obtaining a correction amount (V _ar ) of the target vehicle speed based on this, and an acceleration control gain (G _acc) representing followability to the target vehicle speed based on the assist torque detected by the assist torque detection means correction amount (G _ar) and acceleration control gain correction amount setting means for setting a correction amount set by the vehicle speed correction quantity setting means) It is corrected to the target vehicle speed (V _cc) based on V _ar), to correct the the pressurized speed control gain (G _acc) on the basis of the correction amount set by the pressurized speed control gain correction amount setting means (G _ar) And a correcting means (claim 6).

Note that peak hold control is performed on the steering torque (Th) detected by the steering torque detection means in consideration of the turning state, road surface roughness, or disturbance, and the value (α) after the peak hold control is obtained. It is preferable to perform the correction by using (Claim 7).
In addition, peak hold control is performed on the assist torque (Tm) detected by the assist torque detecting means in consideration of a turning state, road surface roughness or disturbance, and a value (α) after the peak hold control is obtained. It is preferable that the correction is performed by using (claim 8).

  Further, when the value after the peak hold control is equal to or less than a predetermined threshold (β), the correction by the correcting means may be canceled (claim 9).

According to the constant speed control device of the present invention, the correction amount (V _ar ) of the target vehicle speed (V _cc ) using the steering torque (Th) input to the steering device of the vehicle or the assist torque (Tm) of the power steering mechanism. And a correction amount (G _ar ) for acceleration control gain (G _acc ) that expresses the follow-up performance to the target vehicle speed. Can be realized. Further, since no handle angle sensor is used, an increase in cost can be prevented (claims 1 to 6).

In addition, since the phase change of the steering torque (assist torque) is faster with respect to the steering wheel angle, the target vehicle speed and acceleration control gain are reduced by using the steering torque or assist torque. This improves the driver's sense of security (claims 1-6).
In addition, steering torque (assist torque) with respect to the steering wheel angle is easily affected by the road surface, so by using the peak hold value that takes into account the turning state of the vehicle and the rough road surface, The target vehicle speed can be reduced with more consideration, and the driver's anxiety can be removed (claims 7 and 8).

  In addition, since the correction is canceled when the peak hold value is equal to or less than the predetermined threshold, excessive correction is suppressed (claim 9).

Hereinafter, a vehicle speed control device according to an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a schematic block diagram showing the overall configuration thereof.
A vehicle to which the present invention is applied is provided with a power steering mechanism 10 that assists the driver in steering. In particular, in the present embodiment, an electric power steering mechanism (EPS) 10 that assists the steering torque of the driver by the motor (EPS actuator) 8 shown in FIG.

  Here, the EPS 10 will be briefly described. The EPS 10 mainly includes a torque sensor (steering torque detecting means) 2 for detecting a steering torque Th input to a steering (not shown), and a vehicle speed for detecting a traveling speed V of the vehicle. A sensor (vehicle speed detection means) 4, an EPS control means (EPS controller) 6 for setting assist torque added to the steering mechanism, and a motor 8 for outputting the assist torque to the steering mechanism.

  Here, the EPS controller 6 sets the output torque (assist torque) Tm of the motor based on the steering torque Th and the vehicle speed V of the driver obtained by the torque sensor 2 and the vehicle speed sensor 4. In this case, specifically, a current (assist current) for driving the motor 8 is read based on the steering torque Th and the vehicle speed V from a map (not shown) stored in the EPS controller 6 in advance. The assist current is output to the motor 8.

As a result, the motor 8 is driven and an assist torque Tm proportional to the assist current is generated to reduce the driver's steering force.
On the other hand, this vehicle is provided with a cruise control device (constant speed travel control device) 12 for controlling the vehicle speed so as to travel at a constant vehicle speed set by the driver.
Here, the cruise control device 12 is basically configured to perform feedback control on the engine output and the throttle opening so that there is no deviation between the set vehicle speed _Vcc set by the driver and the actual vehicle speed V. Yes.

Specifically, the cruise control device 12 is provided with a setting switch 14 for setting the vehicle speed, a cancel switch 16 for canceling the cruise control, and the like, and the cruise control ECU 22 is provided when the setting switch 14 is operated. A target vehicle speed setting unit 24 that stores the vehicle speed and sets the vehicle speed as the target vehicle speed _Vcc is provided. And unless cruise control is cancelled | released, the target vehicle speed _Vcc set immediately before is hold _| maintained.

  In the cruise control ECU 22, when the cancel switch 16 is operated, the cruise control is canceled by canceling the target vehicle speed set by the target vehicle speed setting unit 24. In addition, if it is determined that the driver has operated the brake or has operated the accelerator based on information from the brake switch 18 and the accelerator sensor 20 that detects the driver's brake operation or accelerator operation, Control is released.

Next, the main configuration of the present apparatus will be described. The present apparatus is a cruise control apparatus 12 or an inter-vehicle distance control apparatus (ACC) that travels while maintaining a constant inter-vehicle distance from the preceding vehicle. In this embodiment, the present invention is applied to the cruise control device 12 described above.
Now, as already explained, if the vehicle speed decreases due to disturbances etc. during constant speed driving by cruise control, the vehicle will accelerate toward the set vehicle speed after that. Is not preferable because it gives the driver a feeling of strangeness.

  Therefore, in order to suppress acceleration on the curve, during cruise control execution, it is determined based on information from the steering angle sensor whether the vehicle is running on a curve, and if the vehicle is running on a curve, the set vehicle speed is reduced. In addition, a technique has been proposed that reduces the acceleration follow-up performance when the vehicle speed is lower than the set vehicle speed by reducing the vehicle speed feedback gain only on the acceleration side. However, since the handle angle sensor is expensive, such a technique causes an increase in cost.

For this reason, in this apparatus, the correction amount with respect to the target vehicle speed _Vcc and the acceleration control gain _Gacc is set based on the steering torque Th without using an expensive steering angle sensor, and depending on the traveling state or turning state of the vehicle. The target vehicle speed _Vcc and the acceleration control gain _Gacc are corrected (reduced).
Here, FIG. 2 is a diagram showing the relationship between the steering wheel angle and the steering torque in an ideal state where the frictional resistance of the road surface is constant and there is no disturbance. As can be seen from FIG. 2, the change in the steering wheel angle generally occurs later than the change in the steering torque. That is, it is shown that the steering torque changes before the steering wheel angle during the steering operation, and it is faster than the steering wheel angle by using the steering torque instead of the steering wheel angle to determine the running state. Whether or not the vehicle is in a turning state can be determined at the timing.

More specifically, as shown in FIG. 1, the cruise control ECU 22 includes a peak hold control unit 26 that outputs a steering torque Th detected by the torque sensor 2 and outputs the peak hold control unit 26. The vehicle speed correction amount setting unit (vehicle speed correction amount setting means) 28 for determining the correction amount V _ar of the target vehicle speed V _cc from the peak hold value α output from the vehicle, the correction vehicle speed V _ar set by the vehicle speed correction amount setting unit 28 described above. first correcting unit for correcting the target vehicle speed V _cc based on (correction means) 30, an acceleration control gain correction amount setting unit that sets a correction amount G _ar of acceleration control gain G _acc to the target vehicle speed from the peak hold value alpha ( acceleration control gain correction amount setting means) 32, a corrected acceleration control gain G _acc based on the correction gain G _ar set in the acceleration control gain correction amount setting unit 32 And a correction section (correction means) 34.

Of these, the peak hold control unit 26 is not necessarily required, and the peak hold control unit 26 may not be provided. In this case, the steering torque Th detected by the torque sensor 2 is directly output to the vehicle speed correction amount setting unit 28 and the acceleration control gain correction amount setting unit 32, and the vehicle speed correction amount setting unit 28 and the acceleration control gain correction are configured. The amount setting unit 32 may be configured to obtain the correction vehicle speed V _ar and the correction gain G _ar based on the steering torque Th instead of the peak hold value α.

Here, the peak hold control unit 26 performs so-called smoothing control in consideration of the case where the steering torque Th largely fluctuates in a very short time due to the turning state of the vehicle, road surface roughness, disturbance, or the like. , Functioning as a filter.
The peak hold control will be briefly described below. In FIG. 3, a line a shows an example of an ideal steering torque characteristic with no rough (disturbance) on the road surface, and a line b shows an example of a steering torque characteristic when the road surface is rough. ing. Thus, when the road surface is rough, the steering torque Th fluctuates greatly in a short cycle, and if this steering torque Th is output as raw data, it becomes difficult to perform stable correction. .

Therefore, here, when the road surface is rough, in consideration of safety, it is equivalent to a characteristic (see line d) obtained by multiplying a characteristic (see line a) without a rough surface by a predetermined coefficient (> 1). Treat as turning state.
Further, in the present embodiment, regarding the sudden change of the steering torque Th, the steering torque Th data is peak-holded (filtering process) in consideration of a temporary grip change due to rough roads or the influence of strong winds. ), An excessive change in data is suppressed as shown by a line c in FIG. Note that the increase in the steering torque is considered to be steering based on the driver's intention, and such filtering processing is not performed.

The peak hold control itself is a known technique, but in the present embodiment, the peak hold value is set as follows. First, the peak hold value α calculated in the previous (n−1) th control cycle is compared with the absolute value | Th | of the steering torque detected in the current (nth) control cycle to detect this time. If the calculated value | Th | is greater, | Th | is output as the current peak hold value α. This case corresponds to an increase in steering torque.
Here, the reason why the absolute value of steering torque | Th | is used is that when the steering direction is reversed, the sign of the steering torque is reversed. By using the absolute value in this way, the absolute value | Th | Only the magnitude of the steering torque can be extracted.

On the other hand, when the steering torque | Th | detected in the current control cycle is smaller, as shown by the equation (1), basically, the peak hold value α _n−1 calculated last time is used as the predetermined value η. To obtain the current value α _n .
α _n = α _n-1 −η (1) where α _n ≧ 0
Thereby, a significant reduction of the predetermined value η or more from the previous value is suppressed, and a sudden change in data can be suppressed. In the present embodiment, two values of ηa and ηb (> ηa) are prepared as the predetermined value η, and a relatively small predetermined value ηa is applied for a temporary decrease in steering torque. When the steering torque continues to decrease, it is determined that the return operation is based on the driver's intention, and a relatively large predetermined value ηb is applied. Thereby, data can be made only for a temporary decrease in steering torque, and raw data can be obtained for the steering return operation.

Next, the vehicle speed correction amount setting unit 28 and the acceleration control gain correction amount setting unit 32 will be described. In these setting units 28 and 32, the peak hold value α (when there is no disturbance such as rough road surface, the steering torque is reduced). Based on the absolute value | Th |), the correction amount V _ar of the target vehicle speed V _cc and the correction amount G _ar of the acceleration control gain G _{acc with} respect to the target vehicle speed are set.
Here, the vehicle speed correction amount setting unit 28 is provided with a map as shown in FIG. 4, and the correction amount V _ar is set based on this map. In the present embodiment, as shown in FIG. 4, when the peak hold value α is equal to or less than a predetermined threshold value β, the correction amount V _ar = 0 is set. Here, the correction amount V _ar is a reduction amount with respect to the target vehicle speed V _cc, as will be described later. Therefore, when the peak hold value α is equal to or less than the predetermined threshold value β, the correction amount V _ar = 0, Correction is cancelled. This is because when the peak hold value α is equal to or smaller than the predetermined threshold value β, the vehicle is almost in a straight traveling state and it is not necessary to perform correction in consideration of the turning state.

Further, in the region above the threshold value β, the correction amount V _ar increases as the peak hold value α increases, and when the peak hold value α reaches a predetermined value, the correction amount is fixed to the upper limit value thereafter. It is like that.
The acceleration control gain correction amount setting unit 32 is provided with a map as shown in FIG. 5, and a correction amount (correction gain) _Gar is set based on this map. Also, with respect to the correction gain G _ar , if the peak hold value α is equal to or less than the predetermined threshold β for the same reason as described above, the correction gain G _ar = 1.0 is set and the correction is canceled. It has become.

Here, as will be described later, the correction gain G _ar is a correction gain for the acceleration control gain G _acc . When the peak hold value α is equal to or less than a predetermined threshold β, the correction gain G _ar is set to 1.0. The correction is substantially canceled. In addition, the correction gain G _ar decreases as the peak hold value α increases in a region equal to or greater than the threshold value β. When the peak hold value α reaches a predetermined value, the correction gain thereafter becomes a lower limit value (for example, 0.4 ) To be fixed.

When the correction amount V _ar of the target vehicle speed V _cc is set in the vehicle speed correction amount setting unit 28 as described above, the target vehicle speed (set vehicle speed) V _cc set by the target vehicle speed setting unit 24 and the vehicle speed correction amount V are set. _ar is input to an adder (first correction unit, correction means) 30, and the final target vehicle speed Vt is calculated by the following equation (2).
Vt = _Vcc - _Var (2)
In other words, the final target vehicle speed Vt is calculated by subtracting the vehicle speed correction amount V _ar from the target vehicle speed _Vcc , whereby the target vehicle speed _Vcc is corrected.

On the other hand, when the correction gain G _ar for the acceleration control gain G _acc is set in the acceleration control gain correction amount setting unit 32, the acceleration control gain (fixed value or default value) G stored in advance in the storage unit 36 in the controller 22 is set. _acc and the correction gain G _ar are input to a multiplier (second correction unit, correction means) 34, and the final followability with respect to the target vehicle speed, that is, the target acceleration gain (after correction) by the following equation (3). Acceleration gain) Gt is calculated.
Gt = G _acc · G _ar (3)
Further, the target vehicle speed Vt set in this way is compared with the current vehicle speed V, and a deviation ΔV between the target vehicle speed Vt and the current vehicle speed V is calculated in the deviation calculation unit 38. .

  Then, output control for the drive source (engine) is executed based on the speed deviation ΔV and the target acceleration gain Gt. That is, when the drive source is an engine, the target throttle opening is set, and the opening of the throttle actuator (for example, electronically controlled throttle actuator) 40 is feedback-controlled so that the acceleration gain Gt and the target vehicle speed Vt are obtained. It has become so. For example, when the drive source is a motor, a current value for the motor is set, and the current value for the motor is feedback-controlled so that the acceleration gain Gt and the target vehicle speed Vt are obtained.

Since the vehicle speed control device according to the embodiment of the present invention is configured as described above, the operation thereof will be described below with reference to the flowcharts shown in FIGS.
First, in step S1 of the flowchart of the main routine shown in FIG. 6, the current vehicle speed V and the target vehicle speed (the set vehicle speed set by the setting switch 14) _Vcc are read, and then the driver inputs from the torque sensor 2 in step S2. The obtained steering torque Th is read. In step S3, a peak hold value α for performing peak hold control on the steering torque Th is calculated.

  Here, the subroutine of the peak hold control will be described with reference to FIG. 7. First, the peak hold value α calculated in the previous (n−1) th control cycle and the current (nth) control cycle are detected. The detected steering torque | Th | is compared (step S11). If the currently detected value | Th | is larger, | Th | is output as it is as the current peak hold value α (step S12).

  On the other hand, if the steering torque | Th | detected in the current (n-th) control cycle is smaller, the process proceeds to step S13 to count “| Th | <duration of α”, and | Th | < When the state of α continues for a predetermined time ts or longer, η = ηb, and when it is shorter than the predetermined time ts, η = ηa is set (steps S14 and S15). However, ηa <ηb. Then, the current peak hold value α is replaced with the previous value α−η (step S16), and then α is output (step S17).

  In other words, when the steering torque | Th | is lower than the previous time, if it is determined that this is a temporary fluctuation (less than ts) due to a disturbance or the like, a value smaller than the previous value by a predetermined value ηa is output. A new value α is set to suppress a significant reduction in α. In addition, when it has continued for a relatively long time (ts or more), it is determined that the handle is being returned, and a relatively large value ηb is subtracted from the previous value and set as a new value α.

And such control is repeated for every predetermined period, and (alpha) is updated sequentially.
Returning to the main routine of FIG. 6, when the peak hold value α is calculated in step S3, α is compared with a predetermined value (threshold value) β in step S4.
When it is determined in step S4 that α ≦ β, the process proceeds to step S5, where the set vehicle speed (target vehicle speed) _Vcc is set as the final target vehicle speed Vt, and the acceleration control gain G _acc stored in advance is set. It is set as the final target acceleration gain Gt. That is, in this case, neither the target vehicle speed nor the acceleration gain is output without being corrected.

On the other hand, when it is determined by alpha> beta step S4, the process proceeds to step S6, the correction amount V _ar and acceleration control gain G _acc of the correction amount G _ar in this case the target vehicle speed V _cc which corresponds to the peak hold value alpha has Then, in step S7, the final target vehicle speed Vt and the acceleration gain Gt are corrected by the above-described equations (2) and (3) using these correction amounts.
In step S8, an engine output is calculated corresponding to the target vehicle speed Vt and the acceleration gain Gt, and engine output control is executed in step S9. In this case, feedback control based on the deviation between the current vehicle speed and the target vehicle speed and the deviation between the target acceleration and the current acceleration is executed.

As described above in detail, according to the vehicle speed control device of one embodiment of the present invention, the correction amount V _ar of the target vehicle speed V _cc and the acceleration control gain G are used by using the steering torque Th input to the vehicle steering device. since setting the correction amount G _ar of _acc, it is possible to realize a sense of security a high vehicle speed control according to the turning state in the curve or rough road or the like without using additional sensors such as a steering wheel angle sensor. Further, since no handle angle sensor is used, an increase in cost can be prevented.

Further, since the phase change of the steering torque (assist torque) is faster with respect to the steering wheel angle, it is possible to reduce the target vehicle speed and the acceleration control gain according to the driver's intention by using the steering torque. Can improve the driver's sense of security.
In addition, steering torque (assist torque) with respect to the steering wheel angle is easily affected by the road surface, so by using the peak hold value that takes into account the turning state of the vehicle and the rough road surface, The target vehicle speed can be reduced with more consideration, and the driver's anxiety can be removed. In addition, since the correction is canceled when the peak hold value is equal to or less than the predetermined threshold value, excessive correction can be suppressed.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention. For example, in the above description, the peak hold control as filtering (smoothing control) is applied to the steering torque Th. However, if such control is smoothing control, other control can be applied. Furthermore, such filtering is not an essential requirement of the present invention and can be omitted.

In the above description, both the target vehicle speed _Vcc and the acceleration control gain _Gacc are corrected at the same time, but only one of them may be corrected. Further, in the present embodiment, the present invention is applied to a vehicle equipped with the EPS 10, but it is sufficient that the steering torque Th can be detected even when the EPS 10 is not provided.
Further, in the above description, the correction amounts V _ar and G _ar are set by using the steering torque Th. However, when the EPS 10 is provided, the steering torque Th and the assist torque Tm are in a corresponding relationship, and thus the assist. The correction amounts V _ar and G _ar may be set using the torque Tm. In this case, it is only necessary to read the assist torque Tm from the assist current for the motor 8 through the route shown by the one-dot chain line in FIG. In this case, a map (not shown) for setting the assist current provided in the EPS controller 6 functions as assist torque detecting means.

Furthermore, even when the correction amounts V _ar and G _ar are set using the assist torque Tm, both the target vehicle speed V _cc and the acceleration control gain G _acc may be corrected simultaneously, or only one of them. May be corrected. Also in this case, peak hold control (filtering) may be omitted.
Furthermore, in the present embodiment, the case where the present invention is applied to the cruise control device 12 has been described. However, an inter-vehicle distance control (AAC: adaptive) in which the present device travels while maintaining a constant distance from the preceding vehicle. It may be applied to (cruise control).

1 is a schematic block diagram illustrating an overall configuration of a vehicle speed control device according to an embodiment of the present invention. It is a figure explaining the effect | action of the vehicle speed control apparatus which concerns on one Embodiment of this invention, Comprising: It is a figure which shows the relationship between a general steering torque and a steering wheel angle. It is a figure explaining peak hold control of the vehicle speed control device concerning one embodiment of the present invention. It is a figure explaining the effect | action of the vehicle speed control apparatus which concerns on one Embodiment of this invention. It is a figure explaining the effect | action of the vehicle speed control apparatus which concerns on one Embodiment of this invention. It is a flowchart explaining the effect | action of the vehicle speed control apparatus which concerns on one Embodiment of this invention. It is a flowchart explaining the effect | action of the vehicle speed control apparatus which concerns on one Embodiment of this invention.

Explanation of symbols

2 Torque sensor (steering torque detection means)
4 Vehicle speed sensor (vehicle speed detection means)
6 EPS controller (EPS control means)
8 Motor (EPS actuator)
10 Electric power steering mechanism (EPS)
12 Cruise control device 22 ECU for cruise control
26 Peak hold control unit 28 Vehicle speed correction amount setting unit (vehicle speed correction amount setting means)
30 Adder (correction means)
32 Acceleration control gain correction amount setting unit (acceleration control gain correction amount setting means)
34 Multiplier (correction means)

Claims (9)

In a vehicle speed control device that controls the speed of a vehicle based on a deviation between a set target vehicle speed and a current actual vehicle speed,
Steering torque detection means for detecting steering torque input to the steering device of the vehicle;
Vehicle speed correction amount setting means for obtaining a correction amount of the target vehicle speed based on the steering torque detected by the steering torque detection means;
A vehicle speed control apparatus comprising: a correction unit that corrects the target vehicle speed based on the correction amount set by the vehicle speed correction amount setting unit. In a vehicle speed control device that controls the speed of a vehicle based on a deviation between a set target vehicle speed and a current actual vehicle speed,
Steering torque detection means for detecting steering torque input to the steering device of the vehicle;
Acceleration control gain correction amount setting means for setting a correction amount of an acceleration control gain representing followability to the target vehicle speed based on the steering torque detected by the steering torque detection means;
A vehicle speed control apparatus comprising: a correction unit that corrects the acceleration control gain based on the correction amount set by the acceleration control gain correction amount setting unit. In a vehicle speed control device that controls the speed of a vehicle based on a deviation between a set target vehicle speed and a current actual vehicle speed,
Steering torque detection means for detecting steering torque input to the steering device of the vehicle;
Vehicle speed correction amount setting means for obtaining a correction amount of the target vehicle speed based on the steering torque detected by the steering torque detection means;
Acceleration control gain correction amount setting means for setting a correction amount of an acceleration control gain representing followability to the target vehicle speed based on the steering torque detected by the steering torque detection means;
Correction means for correcting the target vehicle speed based on the correction amount set by the vehicle speed correction amount setting means, and correcting the acceleration control gain based on the correction amount set by the acceleration control gain correction amount setting means; A vehicle speed control device comprising: In a vehicle speed control device that controls the speed of the vehicle based on the deviation between the set target vehicle speed and the current actual vehicle speed,
The vehicle includes a power steering mechanism that assists the driver in steering the steering device, and
Assist torque detecting means for detecting assist torque input to the steering device by the power steering mechanism;
Vehicle speed correction amount setting means for obtaining a correction amount of the target vehicle speed based on the assist torque detected by the assist torque detection means;
A vehicle speed control apparatus comprising: a correction unit that corrects the target vehicle speed based on the correction amount set by the vehicle speed correction amount setting unit. In a vehicle speed control device that controls the speed of a vehicle based on a deviation between a set target vehicle speed and a current actual vehicle speed,
The vehicle includes a power steering mechanism that assists the driver in steering the steering device, and
Assist torque detecting means for detecting assist torque input to the steering device by the power steering mechanism;
An acceleration control gain correction amount setting means for setting a correction amount of an acceleration control gain representing the followability to the target vehicle speed based on the assist torque detected by the assist torque detection means;
A vehicle speed control apparatus comprising: a correction unit that corrects the acceleration control gain based on the correction amount set by the acceleration control gain correction amount setting unit. In a vehicle speed control device that controls the speed of a vehicle based on a deviation between a set target vehicle speed and a current actual vehicle speed,
The vehicle includes a power steering mechanism that assists the driver in steering the steering device, and
Assist torque detecting means for detecting assist torque input to the steering device by the power steering mechanism;
Vehicle speed correction amount setting means for obtaining a correction amount of the target vehicle speed based on the assist torque detected by the assist torque detection means;
An acceleration control gain correction amount setting means for setting a correction amount of an acceleration control gain representing the followability to the target vehicle speed based on the assist torque detected by the assist torque detection means;
Correction means for correcting the target vehicle speed based on the correction amount set by the vehicle speed correction amount setting means, and correcting the acceleration control gain based on the correction amount set by the acceleration control gain correction amount setting means; A vehicle speed control device comprising: Peak hold control is performed on the steering torque detected by the steering torque detection means in consideration of the turning state, road surface roughness or disturbance, and the correction is performed using the value after the peak hold control. The vehicle speed control device according to any one of claims 1 to 3, wherein the vehicle speed control device is characterized. Performing peak hold control on the assist torque detected by the assist torque detecting means in consideration of the turning state, road surface roughness or disturbance, and performing correction using the value after the peak hold control. The vehicle speed control device according to any one of claims 4 to 6, wherein the vehicle speed control device is characterized. 9. The vehicle speed control device according to claim 1, wherein when the value after the peak hold control is equal to or less than a predetermined threshold value, the correction by the correction unit is canceled.

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