JP4036681B2 - Vehicle traveling control apparatus and method - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicle travel control technique for detecting a distance between a host vehicle and a preceding vehicle and controlling the travel of the host vehicle so as to keep the distance between the vehicles at a predetermined distance.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, an inter-vehicle distance control system that detects an actual inter-vehicle distance that is an inter-vehicle distance between a host vehicle and a preceding vehicle and follows the preceding vehicle while keeping the actual inter-vehicle distance at a predetermined target inter-vehicle distance is known. In addition, in this system, there is also known a system in which when the start switch is pushed by the driver while the vehicle is stopped, the start is automatically performed without operating the accelerator pedal by the driver.
[0003]
[Problems to be solved by the invention]
However, in such an automatic start, when there is a road disturbance such as a road gradient, the acceleration is excessive or insufficient at the start. That is, if the road is downhill, the acceleration will be exceeded, and if it is uphill, the acceleration will be 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. Japanese Patent Application Laid-Open No. 11-66499 discloses a point of performing travel control in consideration of the road surface gradient, but does not disclose any method for detecting the road surface gradient.
[0004]
The present invention has been made in view of the above problems, and provides a vehicle travel control apparatus and method for estimating the influence of road disturbance with a simple configuration and accelerating the vehicle without excessive or insufficient at the time of starting. Objective.
[0005]
[Means for Solving the Problems]
In order to achieve the above object, according to the first aspect of the present invention, in a vehicle travel control device that can automatically start without a driver's operation of an accelerator pedal, a target value of a value related to travel of the host vehicle is repeatedly set. Target value setting means, drive control means for controlling the engine drive of the own vehicle based on the target value set by the target value setting means, and a running value for repeatedly detecting values relating to the running of the own vehicle during running A disturbance estimation value calculating unit that calculates a disturbance estimated value of a road based on a detection value, a target value set by the target value setting unit and a detection value detected by the running value detection unit; and the disturbance estimated value calculation Coefficient setting means for setting the engine drive control coefficient in accordance with the estimated disturbance value calculated by the means, the drive control means when the vehicle starts from a stop state. There line control of the engine drive with a control coefficient set by the setting means, the disturbance estimation value calculating means, as the estimated disturbance value, by integrating the target value is repeatedly set by the target value setting means the target It is characterized in that a ratio of a detected integrated value obtained by integrating the detected value repeatedly detected by the travel value detecting means with respect to the integrated value is calculated .
[0006]
According to this configuration, the target value of the value related to the traveling of the host vehicle is set repeatedly, and the engine drive control of the host vehicle is performed based on the set target value. In addition, a value related to the traveling of the vehicle during traveling is repeatedly detected, a road disturbance estimated value is calculated based on the set target value and the detected detected value, and an engine is generated in accordance with the calculated disturbance estimated value. A drive control coefficient is set. At this time, as the estimated disturbance value, 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. This represents a delay with respect to the target value, and thereby it is possible to accurately estimate the road disturbance. When starting from a stop state, the engine is controlled using a control coefficient set in accordance with the estimated disturbance value, so that the vehicle is accelerated at the start without excessive or insufficient.
[0009]
Further, the disturbance estimated value calculation means starts the integration of the target value and the integration of the detection value from the start of the braking control for stopping the host vehicle (claim 2 ). Therefore, since it is considered that the road condition does not change greatly, it is possible to accurately estimate the disturbance of the road at the time of start.
[0010]
Further, if the coefficient setting means decreases the control coefficient as the ratio decreases (Claim 3 ), the fact that the delay with respect to the target value in the traveling of the host vehicle is small indicates that the road has a downward slope. Therefore, by reducing the control coefficient, it is possible to avoid excessive acceleration when starting.
[0011]
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 control of the engine drive, and uses the opening command value to open the throttle. Control may be performed so that the degrees coincide (claim 4 ).
[0012]
According to this configuration, when starting from the stop state, the throttle opening command value is obtained using a multiplication value obtained by multiplying the target value and the control coefficient set in accordance with the estimated disturbance value. By performing control so that the opening degree of the throttle coincides with the command value, the vehicle is accelerated without excess or deficiency when starting.
[0013]
If the value related to the travel of the host vehicle is acceleration / deceleration (Claim 5 ), the current acceleration / deceleration of the host vehicle detected relative to the target acceleration / deceleration set when starting from a stopped state is It will follow well.
[0014]
Next, the invention according to claim 6 is a target value setting step of repeatedly setting a target value of a value related to the travel of the host vehicle in a vehicle travel control method capable of automatically starting without the driver operating the accelerator pedal. A drive control step of controlling the engine drive of the host vehicle based on the target value set by the target value setting means, a running value detection step of repeatedly detecting a value related to the running of the host vehicle during running, A disturbance estimated value calculating step for 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 running value detecting step, and calculated in the disturbance estimated value calculating step A coefficient setting step for setting a control coefficient for the engine drive according to a disturbance estimated value, and the drive control step includes the coefficient setting step when starting from a stop state. There have line control of the engine drive with the set control coefficients, the disturbance estimation value calculating means, as the estimated disturbance value, a target integrated value obtained by integrating repeatedly set target value by the target value setting means The ratio of the detected integrated value obtained by integrating the detected values repeatedly detected by the running value detecting means is calculated .
[0015]
According to this configuration, the target value of the value related to the traveling of the host vehicle is set repeatedly, and the engine drive control of the host vehicle is performed based on the set target value. In addition, a value related to the traveling of the vehicle during traveling is repeatedly detected, a road disturbance estimated value is calculated based on the set target value and the detected detected value, and an engine is generated in accordance with the calculated disturbance estimated value. A drive control coefficient is set. At this time, as the estimated disturbance value, 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. This represents a delay with respect to the target value, and thereby it is possible to accurately estimate the road disturbance. When starting from a stop state, the engine is controlled using a control coefficient set in accordance with the estimated disturbance value, so that the vehicle is accelerated at the start without excessive or insufficient.
[0016]
DETAILED DESCRIPTION OF THE INVENTION
First, with reference to FIGS. 1-4, the structure of one Embodiment of the vehicle travel control apparatus which concerns on this invention is demonstrated. 1 is a block diagram illustrating a control configuration of the embodiment, FIGS. 2 and 3 are diagrams illustrating preset values stored in a storage unit, and FIG. 2 illustrates an example of a target inter-vehicle distance. Indicates a control coefficient set according to the estimated disturbance value. FIG. 4 is a functional block diagram showing a procedure for calculating the electronic throttle opening command value θt.
[0017]
This vehicle travel control device can cope with the automation of vehicle travel such as follow-up travel in accordance with the movement of a preceding vehicle traveling in front of the travel lane of the host vehicle, and is independent of the driver's operation of the brake pedal. When the actual inter-vehicle distance, which is the inter-vehicle distance between the vehicle and the preceding vehicle, decreases, the brake fluid pressure is automatically generated to decelerate the vehicle by applying braking pressure to the wheel, or when the start switch is turned on in the stop state, 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.
[0018]
As shown in FIG. 1, the vehicle travel control device includes an automatic travel switch 11, a start switch 12, an inter-vehicle setting switch 13, a wheel speed sensor 14, an inter-vehicle distance sensor 15, a throttle opening sensor 16, a throttle electronic control unit (Electronic Control Unit: ECU) 17, brake ECU 18, storage unit 19, and main ECU 20 electrically connected thereto, engine 21 electrically connected to engine ECU 17, and electrically connected to brake ECU 18 The actuator unit 22 is provided.
[0019]
The automatic travel switch 11 is a switch for instructing automatic travel following the preceding vehicle, and automatic travel is performed when turned on by the driver. The start switch 12 has a function as start instruction means for instructing start of the host vehicle, and starts automatically when turned on by the driver while the host vehicle is stopped. The inter-vehicle setting switch 13 is a switch for selecting a desired target inter-vehicle distance curve by the driver from a plurality of target inter-vehicle distance curves (described later) set in advance. The wheel speed sensor 14 is provided corresponding to each wheel and detects the rotational speed of the corresponding wheel, and is constituted by, for example, a pulse encoder. The inter-vehicle distance sensor 15 detects an actual inter-vehicle distance Dr between the host vehicle and the preceding vehicle, and is configured by, for example, a laser light emitting unit and a light receiving unit. The throttle opening sensor 16 detects the current opening θr of the electronic throttle 23.
[0020]
The engine 21 includes an electronic throttle 23, a transmission, and the like. The opening degree of the electronic throttle 23 is controlled based on a control signal from the engine ECU 17, and the vehicle is accelerated or decelerated. The actuator unit 22 generates a brake fluid pressure based on a control signal from the brake ECU 18 during automatic traveling, and the generated brake fluid pressure is transmitted to a wheel cylinder (not shown), and the transmitted brake fluid is transmitted. A braking force corresponding to the pressure is applied to the wheels to decelerate the vehicle.
[0021]
The storage unit 19 includes a ROM, a RAM, and the like, and stores a control program for the main ECU 20 including various preset values and temporarily stores calculation data and the like. As shown in FIG. 2, the storage unit 19 stores a plurality of types (three types in FIG. 2) of target inter-vehicle distance curves Dt set according to the host vehicle speed Vn. As described above, the target inter-vehicle distance curve selected by the inter-vehicle setting switch 13 is set as the target inter-vehicle distance of the own vehicle. Further, as shown in FIG. 3, the storage unit 19 stores a throttle opening control control coefficient Kp set in accordance with a disturbance estimated value P, which will be described later, as a preset value.
[0022]
The main ECU 20 is composed of a CPU or the like, and sends control signals to the engine ECU 17 and the brake ECU 18 according to a control program stored in the storage unit 19 based on the results detected by the wheel speed sensor 14 and the inter-vehicle distance sensor 15. It controls the running of the vehicle and has the following functions (1) to (4). Note that each value is calculated every predetermined sampling period (for example, 10 msec).
[0023]
(1) A function for performing automatic traveling following the preceding vehicle when the automatic traveling switch 11 is turned on. A function that starts automatically when the start switch 12 is turned on while the vehicle is stopped. A function of setting the target inter-vehicle distance curve selected by the inter-vehicle setting switch 13 as the target inter-vehicle distance Dt in automatic travel. A function of calculating the own vehicle speed Vn based on the rotational 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 a detection signal of the inter-vehicle distance sensor 15 and obtaining an 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 own vehicle based on the change in the own vehicle speed Vn. A function of calculating a target deviation ΔA = (At−Ar) that is a deviation between the target acceleration / deceleration At and the actual acceleration / deceleration Ar.
[0024]
(2) 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, the target acceleration / deceleration At is
At = K1 · ΔD + K2 · Vr (1)
Function requested by. However, K1 and K2 are preset coefficients.
[0025]
(3) 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 repeatedly calculated at each predetermined sampling period are integrated until a preset set time T1 elapses from the time when the braking control is started to stop the host vehicle. Then, assuming that the integrated value (target integrated value) of the target acceleration / deceleration At when the set time T1 has elapsed is IAt, and the integrated value (detected integrated value) of the actual acceleration / deceleration Ar is IAr, the estimated disturbance value P is
P = IAr / IAt (2)
Calculated by
[0026]
As can be seen from FIG. 6 to be described later, a large estimated disturbance value P (P≈1) indicates that the deceleration delay is small with respect to the target acceleration / deceleration At, and the road is estimated to be an upward gradient. On the other hand, a small estimated disturbance value P (0 <P << 1) indicates that the deceleration delay is large with respect to the target acceleration / deceleration At, and the road is estimated to be a downward slope.
[0027]
(4) 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 includes a feedforward compensator 31, adders 32 and 33, and a PID compensator 34 as functional blocks for calculating the opening command value θt of the electronic throttle 23.
[0028]
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 function (3). And
Kf = Kp · Kf (3)
Is used to calculate the feedforward coefficient Kf, and the multiplication value Kf · At is calculated using this.
[0029]
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 adds an added value F obtained by adding the proportional term K3 · ΔA, the integral term K4 · ∫ΔA · dt, and the derivative term K5 · d (ΔA) / dt of the target deviation ΔA,
F = K3 · ΔA + K4 · ∫ΔA · dt + K5 · d (ΔA) / dt (4)
Is obtained and sent to the adder 33. However, K3, K4, and K5 are preset coefficients.
[0030]
The adder 32 calculates the opening command value θt of the electronic throttle 23,
θt = Kf · At + F (5)
Is calculated and sent to the engine ECU 17.
[0031]
The main ECU 20 corresponds to target value setting means, drive control means, disturbance estimated value calculation means, and coefficient setting means. The wheel speed sensor 14 and the main ECU 20 constitute a running value detection means.
[0032]
Next, automatic start control in the present embodiment will be described with reference to FIGS. FIG. 5 is a flowchart showing a calculation procedure of the control coefficient Kp, and FIG. 6 is a timing chart showing transitions of the target acceleration / deceleration At and the actual acceleration / deceleration Ar. The routine shown in FIG. 5 is executed at a predetermined sampling period (for example, 10 msec).
[0033]
First, it is determined whether or not brake control has been started (step # 10). This determination is made based on, for example, whether or not the brake control start flag is set in the brake ECU 18. If the brake control is not started (NO in step # 10), this routine is finished.
[0034]
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 actual acceleration / deceleration Ar calculated in another routine is started. That is, the integrated value IAt of the target acceleration / deceleration At is obtained from IAt = IAt + At (step # 12), and then the integrated value IAr of the actual acceleration / deceleration Ar is obtained from IAr = IAr + Ar (step # 14).
[0035]
Next, it is determined whether or not the set time T1 has elapsed since the brake control start time (step # 16). If the set time T1 has not yet elapsed (NO in step # 16), this routine is executed. finish. As a result, the integration of steps # 12 and # 14 is performed for each sampling period.
[0036]
Then, when the set time T1 has elapsed from the start of the brake control at time t2 in FIG. 6 and the end timing is reached (YES in step # 16), the estimated disturbance value P is calculated by P = IAr / IAt (step # 18). ), A control coefficient Kp corresponding to the estimated disturbance value P is obtained and stored in the storage unit 19 (step # 20).
[0037]
Subsequently, in FIG. 6, when the start switch 12 is turned on at time t3, the target acceleration / deceleration At increases. The opening command value θt of the electronic throttle 23 is obtained for the target acceleration / deceleration At using the control coefficient Kp, the opening of the electronic throttle 23 is controlled according to the opening command value θt, and the engine 21 And the actuator part 22 is controlled and the own vehicle starts automatically. As a result, the actual acceleration / deceleration Ar follows the target acceleration / deceleration At favorably as shown in FIG.
[0038]
Here, for example, when the road has a downward slope, according to the conventional control in which the feedforward coefficient Kf is a fixed value without using the estimated disturbance value P, as shown in FIG. Although a situation occurs in which the acceleration / deceleration speed Ar ′ greatly exceeds the target acceleration / deceleration speed At, such a situation can be prevented in advance.
[0039]
Thus, according to the present embodiment, the disturbance estimated value P is obtained using the target acceleration / deceleration At and the actual acceleration / deceleration Ar during traveling, the control coefficient Kp is obtained according to the disturbance estimated value P, and the electronic throttle 23 Since the feedforward coefficient Kf for calculating the opening command value θt is changed by the control coefficient Kp, when starting from a stop state, the target acceleration / deceleration At is not affected regardless of road disturbance such as road gradient. As a result, it is possible to prevent the actual acceleration / deceleration Ar from being excessive or insufficient, thereby realizing the traveling control that favorably follows the target acceleration / deceleration At.
[0040]
Further, according to the present embodiment, the estimated disturbance 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 host vehicle. Since it is considered that the road state does not change greatly depending on the time, it is possible to accurately estimate the disturbance of the road at the start.
[0041]
Further, according to the present embodiment, the disturbance estimated value P is the ratio of the integrated value of the target acceleration / deceleration At and the actual acceleration / deceleration Ar, so that the absolute value of the target acceleration / deceleration At and the actual acceleration / deceleration Ar is not related. Deceleration delay can be accurately represented, and thereby road disturbance can be accurately estimated.
[0042]
Further, in the present embodiment, as shown in FIG. 3, the upper limit value and the lower limit value are set for the control coefficient Kp set according to the estimated disturbance value P, whereby the feedforward coefficient Kf becomes an extreme value. Prevents change.
[0043]
The present invention is not limited to the above-described embodiment, and various modifications other than those described above can be made without departing from the spirit thereof. For example, the coefficients K3, K4, Also for K5, similarly to the feedforward coefficient Kf, the set value may be changed according to the estimated disturbance value P.
[0044]
In the above embodiment, the integration of the target acceleration / deceleration At and the actual acceleration / deceleration Ar is performed until the set time T1 elapses from the brake control start time. However, the present invention is not limited to this. The process may be performed until the integrated value IAt of the acceleration / deceleration At or the integrated value IAr of the actual acceleration / deceleration Ar reaches a predetermined value.
[0045]
Further, in the above embodiment, the opening degree command value θt of the electronic throttle 23 is obtained with the configuration shown in FIG. 4, but is not limited to this, and other configurations and other arithmetic expressions may be used. .
[0046]
Further, in the above embodiment, the opening control of the electronic throttle 23 is described as the drive control of the engine 21, but this is an example, and other fuel supply amount (fuel injection amount) of the engine 21 and the like are described. It can be applied to control.
[0047]
In the above embodiment, the acceleration / deceleration is used as a value related to the traveling of the own vehicle, and the traveling control of the own vehicle is performed based on the target acceleration / deceleration At. However, the present invention is not limited to this. The vehicle speed may be controlled based on the target vehicle speed using the vehicle speed.
[0048]
【The invention's effect】
As described above, according to the first and sixth aspects of the invention, 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. A control coefficient for engine driving is set in accordance with the estimated disturbance value . At this time, as the estimated disturbance value, 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. This represents a delay with respect to the target value in traveling, and thereby it is possible to accurately estimate a road disturbance. When starting from a stopped state , the engine drive control is performed using the control coefficient set according to the estimated disturbance value, so that the vehicle can be accelerated without excessive or insufficient at the time of starting. .
[0050]
According to the invention of claim 2 , since the integration of the target value and the integration of the detected value is started from the start of the braking control for stopping the host vehicle, the road condition is determined at the time of stop and at the time of start. Therefore, the road disturbance at the time of start can be accurately estimated.
[0051]
Further, according to the invention of claim 3, since the control coefficient is made smaller as the ratio becomes smaller, the fact that the delay with respect to the target value in the traveling of the own vehicle is small is considered that the road has a downward slope. Therefore, by reducing the control coefficient, it is possible to avoid excessive acceleration when starting.
[0052]
According to the invention of claim 4 , as the engine drive control, a throttle opening command value is obtained using a multiplication value obtained by multiplying the target value and the control coefficient, and the throttle opening command value is set to the opening command value. Since the control is performed so that the degrees coincide, the vehicle can be accelerated without excess or deficiency when starting.
[0053]
Further, according to the invention of claim 5, since the value related to the traveling of the own vehicle is the acceleration / deceleration, the current own vehicle detected with respect to the target acceleration / deceleration set when starting from the stop state is determined. The acceleration / deceleration speed can be satisfactorily followed.
[Brief description of the drawings]
FIG. 1 is a block diagram showing a control configuration of an embodiment of a vehicle travel control apparatus according to the present invention.
FIG. 2 is a diagram illustrating an example of a target inter-vehicle distance that is set according to a host vehicle speed.
FIG. 3 is a diagram showing control coefficients set in accordance with 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 control coefficient calculation procedure;
FIG. 6 is a timing chart showing the transition of the follow-up of the actual acceleration / deceleration with respect to the target acceleration / deceleration.
[Explanation of symbols]
14 Wheel speed sensor (travel value detection means)
17 Engine ECU
19 Storage 20 Main ECU (Target value setting means, drive control means, disturbance estimated value calculation means, coefficient setting means, travel value detection means)
21 Engine 23 Electronic throttle

Claims (6)

In the vehicle travel control device that can start automatically without the driver operating the accelerator pedal,
Target value setting means for repeatedly setting a target value of a value related to the traveling of the own vehicle;
Drive control means for controlling the engine drive of the vehicle based on the target value set by the target value setting means;
Travel value detection means for repeatedly detecting a value related to the travel of the host vehicle during travel;
A disturbance estimated value calculating means for calculating a road disturbance estimated value based on the target value set by the target value setting means and the detected value detected by the running value detecting means;
Coefficient setting means for setting a control coefficient of the engine drive according to the disturbance estimated value calculated by the disturbance estimated value calculating means,
Said drive control means, when starting from a standstill, have rows controlling said engine driving using the set control coefficients by the coefficient setting means,
The disturbance estimated value calculation means is a detection obtained by integrating the detection value repeatedly detected by the running value detection means with respect to a target integrated value obtained by integrating the target value repeatedly set by the target value setting means as the disturbance estimated value. A vehicle travel control device that calculates a ratio of integrated values . 2. The vehicle travel control device according to claim 1, wherein the disturbance estimated value calculation unit starts integration of the target value and integration of the detection value from a start point of braking control for stopping the own vehicle . It said coefficient setting means, a vehicle cruise control apparatus according to claim 1 or 2, characterized in that to reduce the control factor as the ratio decreases. 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 opening degree of the throttle is determined based on the opening command value. vehicle travel control apparatus according to any one of claims 1 to 3, characterized in that control is performed to match. The vehicle travel control device according to claim 1, wherein the value related to the travel of the host vehicle is an acceleration / deceleration . In the vehicle travel control method that can automatically start without the driver operating the accelerator pedal,
A target value setting step for repeatedly setting a target value of a value related to the traveling of the own vehicle;
A drive control step for controlling the engine drive of the vehicle based on the target value set by the target value setting means;
A running value detection step for repeatedly detecting a value related to the running of the host 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 running value detecting step;
A coefficient setting step of setting a control coefficient of the engine drive according to the disturbance estimated value calculated in the disturbance estimated value calculating step;
The drive control step performs the engine drive control using the control coefficient set in the coefficient setting step when starting from a stop state,
The disturbance estimated value calculating means is a detection in which the detected value repeatedly detected by the running value detecting means is added to the target integrated value obtained by integrating the target value repeatedly set by the target value setting means as the disturbance estimated value. A vehicle travel control method characterized by calculating a ratio of integrated values.

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