Vehicle speed control system

Abstract

A vehicle speed control system for a vehicle comprises a lateral acceleration sensor, a vehicle speed sensor, a target vehicle speed setting device, a drive system of the vehicle, and a controller connected. The controller is arranged to calculate a correction quantity on the basis of the lateral acceleration and the vehicle speed, to calculate a command vehicle speed on the basis of the vehicle speed, the target vehicle speed, a variation of the command vehicle speed and the correction quantity, and to control the drive system to bring the vehicle speed closer to the command vehicles speed.

Description

BACKGROUND OF THE INVENTION

[0001] The present invention relates to a vehicle speed control system for controlling a vehicle speed, and more particularly to a control system which controls a vehicle so as to automatically cruise at a set vehicle speed.

[0002] Japanese Patent Provisional Publication No. (Heisei) 11-314537 discloses a vehicle speed control system which controls a vehicle speed so that an actual lateral acceleration of the vehicle does not become greater than a preset lateral acceleration.

SUMMARY OF THE INVENTION

[0003] This control system is arranged to decelerate the vehicle from a target vehicle speed at a predetermined vehicle-speed variation (acceleration/deceleration) which maintains the actual lateral acceleration below a preset value. However, when the preset value of the deceleration (acceleration) is set at a small value adapted to a high speed traveling and when the vehicle travels at a low vehicle speed, the vehicle stability is degraded due to the vehicle motion characteristics under a low speed traveling condition. More specifically, since the natural frequency of a lateral motion of the vehicle is high under a low speed traveling condition, that is, since a steering response of the vehicle is quick under the low speed traveling condition, the lateral acceleration of the vehicle tends to become large and therefore the vehicle stability tends to be degraded. On the other hand, when the preset value of the deceleration (acceleration) is set at a large value adapted to a low speed traveling and when the vehicle travels at a high vehicle speed, the large deceleration of the vehicle impresses a strange feeling to a driver.

[0004] It is therefore an object of the present invention to provide an improved vehicle speed control system which ensures a vehicle stability during the deceleration of the vehicle without impressing a strange feeling to a driver even if the vehicle travels at any vehicle speed.

[0005] Another object of the present invention is to provide a vehicle speed control system which can decides whether the vehicle is traveling a curved road and varies the variation (acceleration/deceleration) of a command vehicle speed so as to fit with a drive feeling during a constant vehicle speed cruise control.

[0006] A vehicle speed control system according to the present invention is for a vehicle and comprises a lateral acceleration sensor which senses a lateral acceleration of the vehicle, a vehicle speed sensor which senses a vehicle speed of the vehicle, a target vehicle speed setting device for setting a target vehicle speed, a drive system which generates drive force of the vehicle, and a controller connected with the lateral acceleration sensor, the vehicle speed sensor, the target vehicle speed setting device and the drive system. The controller is arranged to calculate a correction quantity based on the lateral acceleration and the vehicle speed to calculate a command vehicle speed on the basis of the vehicle speed, the target vehicle speed, a variation of the command vehicle speed, and the correction quantity, and to control the drive system to bring the vehicle speed closer to the command vehicles speed.

[0007] In addition to the above aspect, the controller according to the present invention may be further arranged to determine whether the vehicle is traveling on a curved road, and to determine the variation of the command vehicle speed at the time after the traveling on the curved road is terminated, on the basis of one of a curve-terminated vehicle speed at the time when the curved road traveling is terminated and a start-end deviation between the vehicle speed at the time when the vehicle starts traveling on a curved road and the vehicle speed at the time when the curved road traveling is terminated.

BRIEF DESCRIPTION OF THE DRAWINGS

[0008] FIG. 1 is a block diagram showing a structure of a vehicle speed control system according to the present invention.

[0009] FIG. 2 is a block diagram showing a structure of a lateral-acceleration vehicle-speed correction-quantity calculating block 580.

[0010] FIG. 3 is a graph showing a relationship between a vehicle speed VA(t) and a cutoff frequency fc of a low pass filter.

[0011] FIG. 4 is a graph showing a relationship between a correction coefficient CC for calculating a vehicle speed correction quantity VSUB(t) and a value YG(t) of the lateral acceleration.

[0012] FIG. 5 is a graph showing a relationship between a natural frequency ωnSTR and the vehicle speed.

[0013] FIG. 6 is a graph showing a relationship between an absolute value of a deviation between vehicle speed VA(t) and a maximum value VSMAX of a command vehicle speed, and a command vehicle speed variation ΔVCOM(t).

[0014] FIG. 7 is a block diagram showing a structure of a command drive torque calculating block 530.

[0015] FIG. 8 is a map showing an engine nonlinear stationary characteristic.

[0016] FIG. 9 is a map showing an estimated throttle opening.

[0017] FIG. 10 is a map showing a shift map of a CVT.

[0018] FIG. 11 is a map showing an engine performance.

[0019] FIG. 12 is a block diagram showing a construction of a command drive torque calculating block 530.

DETAILED DESCRIPTION OF THE INVENTION

[0020] Referring to FIGS. 1 to 12, there is shown a vehicle speed control system according to an embodiment of the present invention.

[0021] FIG. 1 shows a block diagram showing a construction of the vehicle speed control system according to the embodiment of the present invention. With reference to FIGS. 1 to 12, the construction and operation of the vehicle speed control system according to the present invention will be discussed hereinafter.

[0022] The vehicle speed control system according to the present invention is equipped on a vehicle and is put in a standby mode in a manner that a vehicle occupant manually switches on a system switch (not shown) of the speed control system. Under this standby mode, when a set switch 20 is switched on, the speed control system starts operations.

[0023] The vehicle speed control system comprises a vehicle speed control block 500 which is constituted by a microcomputer and peripheral devices. Blocks in vehicle speed control block 500 represent operations executed by this microcomputer. Vehicle speed control block 500 receives signals from a steer angle sensor 100, a vehicle speed sensor 10, the set switch 20, a coast switch 30, an accelerate (ACC) switch 40, an engine speed sensor 80, an accelerator pedal sensor 90 and a continuously variable transmission (CVT) 70. According to the signals received, vehicle speed control block 500 calculates various command values and outputs these command values to CVT 70, a brake actuator 50 and a throttle actuator 60 of the vehicle, respectively, to control an actual vehicle speed at a target vehicle speed.

[0024] A command vehicle speed determining block 510 of vehicle speed control section 500 calculates a command vehicle speed VCOM(t) by each control cycle, such as by 10 ms. A suffix (t) denotes that the value with the suffix (t) is a valve at the time t and is varied in time series (time elapse). In some graphs, such suffix (t) is facilitated.

[0025] A command vehicle speed maximum value setting block 520 sets a vehicle speed VA(t) as a command vehicle speed maximum value VSMAX (target speed) at time when set switch 30 is switched on. Vehicle speed VA(t) is an actual vehicle speed which is detected from a rotation speed of a tire rotation speed by means of a vehicle speed sensor 10.

[0026] After command vehicle speed maximum value VSMAX is set by the operation of set switch 20, command vehicle speed setting block 520 decreases command vehicle speed maximum value VSMAX by 5 km/h in reply to one push of coast switch 30. That is, when coast switch 30 is pushed a number n of times (n times), command vehicle speed VSMAX is decreased by n×5 km/h. Further, when coast switch 30 has been pushed for a time period T (sec.), command vehicle speed VSMAX is decreased by a value T/1(sec.)×5 km/h.

[0027] Similarly, after command vehicle speed maximum value VSMAX is set by the operation of set switch 20, command vehicle speed setting block 520 increases command vehicle speed maximum value VSMAX by 5 km/h in reply to one push of ACC switch 40. That is, when ACC switch 40 is pushed a number n of times (n times), command vehicle speed maximum value VSMAX is increased by n×5 km/h. Further, ACC switch 40 has been pushed for a time period T (sec.), command vehicle speed maximum value VSMAX is increased by a value T/1(sec.)×5(km/h).

[0028] A lateral acceleration (lateral G) vehicle-speed correction-quantity calculating block 580 receives a steer angle θ(t) from steer angle sensor 100 and vehicle speed VA(t) from vehicle speed sensor 10, and calculates a vehicle speed correction quantity VSUB(t) which is employed to correct the command vehicle speed VCOM(t) according to a lateral acceleration (hereinafter, it called a lateral-G). More specifically, lateral-G vehicle-speed correction-quantity calculating section 580 comprises a steer angle signal low-pass filter (hereinafter, it called a steer angle signal LPF block) 581, a lateral-G calculating block 582 and a vehicle speed correction quantity calculation map 583, as shown in FIG. 2.

[0029] Steer angle signal LPF block 581 receives vehicle speed VA(t) and steer angle θ(t) and calculates a steer angle LPF value θLPF(t). Steer angle LPF value θLPF(t) is represented by the following equation (1).

θLPF(t)=θ(t)/(TSTR·s+1)  (1)

[0030] In this equation (1), s is a differential operator, and TSTR is a time constant of the low-pass filter (LPF) and is represented by TSTR=1/(2π·fc). Further, fc is a cutoff frequency of LPF and is determined according to vehicle speed VA(t) as shown by a map showing a relationship between cutoff frequency fc and vehicle speed VA(t) in FIG. 3. As is clear from the map of FIG. 3, cutoff frequency fc becomes smaller as the vehicle speed becomes higher. For example, a cutoff frequency at the vehicle speed 100 km/h is smaller than that at the vehicle speed 50 km/h.

[0031] Lateral-G calculating block 582 receives steer angle LPF value θLPF(t) and vehicle speed VA(t) and calculates the lateral-G YG(t) from the following equation (2).

Y G (t)={VA(t)2·θLPF(t)}/{N·W·[1+A·VA(t)2]}  (2)

[0032] In this equation (2), W is a wheelbase dimension of the vehicle, N is a steering gear ratio, and A is a stability factor. The equation (2) is employed in case that the lateral G of the vehicle is obtained from the steer angle.

[0033] When the lateral G is obtained by using a yaw-rate sensor and processing the yaw rate ψ(t) by means of a low-pass filter (LPF), the lateral-G YG(t) is obtained from the following equations (3) and (4).

Y G (t)=VA(t)·ψLPF  (3)

ψLPF=ψ(t)/(TYAW·s+1)  (4)

[0034] In the equation (4), TYAW is a time constant of the low-pass filter. The time constant TYAW increases as vehicle speed VA(t) increases.

[0035] Vehicle speed correction calculation map 583 calculates a vehicle speed correction quantity VSUB(t) which is employed to correct command vehicle speed VCOM(t) according to lateral-G YG(t). Vehicle speed correction quantity VSUB(t) is calculated by multiplying a correction coefficient CC determined from the lateral G and a predetermined variation limit of command vehicle speed VCOM(t). In this embodiment, the predetermined variation limit of command vehicle speed VCOM(t) is set at 0.021(km/h/10 ms)=0.06G. The predetermined variation limit of the command vehicle speed is equal to the maximum value of a variation (corresponding to acceleration/deceleration) ΔVCOM(t) of the command vehicle speed shown in FIG. 6.

V SUB (t)=CC×0.021 (km/h/10 ms)  (5)

[0036] As mentioned later, the vehicle speed correction quantity VSUB(t) is added as a subtraction term in the calculation process of the command vehicle speed VCOM(t) which is employed to control the vehicle speed. Accordingly, command vehicle speed VCOM(t) is limited to a smaller value as vehicle correction quantity VSUB(t) becomes larger.

[0037] Correction coefficient CC becomes larger as lateral-G YG becomes larger, as shown in FIG. 4. The reason thereof is that the change of command vehicle speed VCOM(t) is limited more as the lateral-G becomes larger. However, when the lateral-G is smaller than or equal to 0.1G as shown in FIG. 4, correction coefficient CC is set at zero since it is decided that it is not necessary to correct command vehicle speed VCOM(t). Further, when the lateral-G is greater than or equal to 0.3G, correction coefficient CC is set at a predetermined constant value. That is, the lateral-G never becomes greater than or equal to 0.3G as far as the vehicle is operated under a usual driving condition. Therefore, in order to prevent the correction coefficient CC from being set at an excessively large value when the detection value of the lateral-G erroneously becomes large, the correction coefficient CC is set at such a constant value, such as at 2.

[0038] When a driver requests to increase the target vehicle speed by operating accelerate switch 40, that is, when acceleration of the vehicle is requested, the command vehicle speed VCOM(t) is calculated by adding present vehicle speed VA(t) and command vehicle speed variation ΔVCOM(t) and by subtracting vehicle speed correction quantity VSUB(t) from the sum of present vehicle speed VA(t) and command vehicle speed variation ΔVCOM(t).

[0039] Therefore, when command vehicle speed variation ΔVCOM(t) is greater than vehicle speed correction quantity VSUB(t), the vehicle is accelerated. When command vehicle speed variation ΔVCOM(t) is smaller than vehicle speed correction quantity VSUB(t), the vehicle is decelerated. Vehicle speed correction quantity VSUB(t) is obtained by multiplying the limit value of the command vehicle speed variation (a maximum value of the command vehicle speed variation) with correction coefficient CC shown in FIG. 4. Therefore, when the limit value of the command vehicle speed variation is equal to the command vehicle speed variation and when correction coefficient CC is 1, the amount for acceleration becomes equal to the amount for deceleration. In case of FIG. 4, when YG(t)=0.2, the amount for acceleration becomes equal to the amount for deceleration. Accordingly, the present vehicle speed is maintained when the correction coefficient CC is 1. In this example, when the lateral-G YG(t) is smaller than 0.2, the vehicle is accelerated. When the lateral-G YG(t) is larger than 0.2, the vehicle is decelerated.

[0040] When the driver requests to lower the target vehicle speed by operating coast switch 30, that is, when the deceleration of the vehicle is requested, the command vehicle speed VCOM(t) is calculated by subtracting command vehicle speed variation ΔVCOM(t) and vehicle speed correction quantity VSUB(t) from present vehicle speed VA(t). Therefore, in this case, the vehicle is always decelerated. The degree of the deceleration becomes larger as vehicle speed correction quantity VSUB(t) becomes larger. That is, vehicle speed correction quantity VSUB(t) increases according to the increase of the lateral-G YG(t). The above-mentioned value 0.021(km/h/10 ms) has been defined on the assumption that the vehicle is traveling on a highway.

[0041] As mentioned above, vehicle speed correction quantity VSUB(t) is obtained from the multiple between the correction coefficient CC according to the lateral acceleration and the limit value of the command vehicle speed variation VCOM(t). Accordingly, the subtract term (vehicle speed correction quantity) increases according to the increase of the lateral acceleration so that the vehicle speed is controlled so as to suppress the lateral-G. However, as mentioned in the explanation of steer angle signal LPF block 581, the cutoff frequency fc is lowered as the vehicle speed becomes larger. Therefore the time constant TSTR of the LPF is increased, and the steer angle LPF θLPF(t) is decreased. Accordingly, the lateral acceleration estimated at the lateral-G calculating block 581 is also decreased. As a result, the vehicle speed correction quantity VSUB(t), which is obtained from the vehicle speed correction quantity calculation map 583, is decreased. Consequently, the steer angle becomes ineffective as to the correction of the command vehicle speed. In other words, the correction toward the decrease of the acceleration becomes smaller due to the decrease of vehicle speed correction quantity VSUB(t).

[0042] More specifically, the characteristic of the natural frequency ωnSTR relative to the steer angle is represented by the following equation (6).

ωnSTR=(2W/VA){square root}{square root over ([Kf·Kr·(1+A·VA2)/mV·I])}  (6)

[0043] In this equation (6), Kf is a cornering power of one front tire, Kr is a cornering power of one rear tire, W is a wheelbase dimension, mV is a vehicle weight, A is a stability factor, and I is a vehicle yaw inertia moment.

[0044] The characteristic of the natural frequency ωnSTR performs such that the natural frequency ωnSTR becomes smaller and the vehicle responsibility relative to the steer angle degrades as the vehicle speed increases, and that the natural frequency ωnSTR becomes greater and the vehicle responsibility relative to the steer angle is improved as the vehicle speed decreases. That is, the lateral-G tends to be generated according to a steering operation as the vehicle speed becomes lower, and the lateral-G due to the steering operation tends to be suppressed as the vehicle speed becomes higher. Therefore, the vehicle speed control system according to the present invention is arranged to lower the responsibility by decreasing the cutoff frequency fc according to the increase of the vehicle speed so that the command vehicle speed tends not to be affected by the correction due to the steer angle as the vehicle speed becomes higher.

[0045] A command vehicle speed variation determining block 590 receives vehicle speed VA(t) and command vehicle speed maximum value VSMAX and calculates the command vehicle speed variation ΔVCOM(t) from the map shown in FIG. 6 on the basis of an absolute value |VA−VSMAX| of a deviation between the vehicle speed VA(t) and the command vehicle speed maximum value VSMAX.

[0046] The map for determining command vehicle speed variation ΔVCOM(t) is arranged as shown in FIG. 6. More specifically, when absolute value |VA−VSMAX| of the deviation is within a range B in FIG. 6, the vehicle is quickly accelerated or decelerated by increasing command vehicle speed variation ΔVCOM(t) as the absolute value of the deviation between vehicle speed VA(t) and command vehicle speed maximum value VSMAX is increased within a range where command vehicle speed variation ΔVCOM(t) is smaller than acceleration limit α for deciding the stop of the vehicle speed control. Further, when the absolute value of the deviation is small within the range B in FIG. 6, command vehicle speed variation ΔVCOM(t) is decreased as the absolute value of the deviation decreases within a range where the driver can feel an acceleration of the vehicle and the command vehicle speed variation ΔVCOM(t) does not overshoot maximum value VSMAX of the command vehicle speed. When the absolute value of the deviation is large and within a range A in FIG. 6, command vehicle speed variation ΔVCOM(t) is set at a constant value which is smaller than acceleration limit α, such as at 0.06G. When the absolute value of the deviation is small and within a range C in FIG. 6, command vehicle speed variation ΔVCOM(t) is set at a constant value, such as at 0.03G.

[0047] Command vehicle speed variation determining block 590 monitors vehicle speed correction quantity VSUB(t) outputted from lateral-G vehicle speed correction quantity calculating block 580, and decides that a traveling on a curved road is terminated when vehicle speed correction quantity VSUB(t) is returned to zero after vehicle speed correction quantity VSUB(t) took a value except for zero from zero. Further, command vehicle speed variation determining block 590 detects whether vehicle speed VA(t) becomes equal to maximum value VSMAX of the command vehicle speed.

[0048] When it is decided that the traveling on a curved road is terminated, the command vehicle speed variation ΔVCOM(t) is calculated from vehicle speed VA(t) at the moment when it is decided that the traveling on a curved road is terminated, instead of determining the command vehicle speed variation ΔVCOM(t) by using the map of FIG. 6 on the basis of the absolute value of a deviation between vehicle speed VA(t) and maximum value VSMAX of the command vehicle speed. The characteristic employed for calculating the command vehicle speed variation ΔVCOM(t) under the curve-traveling terminated condition performs a tendency which is similar to that of FIG. 6. More specifically, in this characteristic employed in this curve terminated condition, a horizontal axis denotes vehicle speed VA(t) instead of absolute value |VA(t)−VSMAX|. Accordingly, command vehicle speed variation ΔVCOM(t) becomes small as vehicle speed VA(t) becomes small. This processing is terminated when vehicle speed VA(t) becomes equal to maximum value VSMAX of the command vehicle speed.

[0049] Instead of the above determination method of command vehicle speed variation ΔVCOM(t) at the termination of the curved road traveling, when vehicle speed correction quantity VSUB(t) takes a value except for zero, it is decided that the curved road traveling is started. Under this situation, vehicle speed VA(t1) at a moment t1 of starting the curved road traveling may be previously stored, and command vehicle speed variation ΔVCOM(t) may be determined from a magnitude of a difference ΔVA between vehicle speed VA(t1) at the moment t1 of the start of the curved road traveling and vehicle speed VA(t2) at the moment t2 of the termination of the curved road traveling. The characteristic employed for calculating the command vehicle speed variation ΔVCOM(t) under this condition performs a tendency which is opposite to that of FIG. 6. More specifically, in this characteristic curve, there is employed a map in which a horizontal axis denotes vehicle speed VA(t) instead of |VA(t)−VSMAX|. Accordingly, command vehicle speed variation ΔVCOM(t) becomes smaller as vehicle speed VA(t) becomes larger. This processing is terminated when vehicle speed VA(t) becomes equal to maximum value VSMAX of the command vehicle speed.

[0050] That is, when the vehicle travels on a curved road, the command vehicle speed is corrected so that the lateral-G is suppressed within a predetermined range. Therefore, the vehicle speed is lowered in this situation generally. After the traveling on a curved road is terminated and the vehicle speed is decreased, the command vehicle speed variation ΔVCOM(t) is varied according to vehicle speed VA(t) at the moment of termination of the curved road traveling or according to the magnitude of the difference ΔVA between vehicle speed VA(t1) at the moment t1 of staring of the curved road traveling and vehicle speed VA(t2) at the moment t2 of the termination of the curved road traveling.

[0051] Further, when the vehicle speed during the curved road traveling is small or when vehicle speed difference ΔVA is small, command vehicle speed variation ΔVCOM(t) is set small and therefore the acceleration for the vehicle speed control due to the command vehicle speed is decreased. This operation functions to preventing a large acceleration from being generated by each curve when the vehicle travels on a winding road having continuous curves such as a S-shape curved road. Similarly, when the vehicle speed is high at the moment of the termination of the curved road traveling, or when vehicle speed difference ΔVA is small, it is decided that the traveling curve is single and command vehicle speed variation ΔVCOM(t) is set at a large value. Accordingly, the vehicle is accelerated just after the traveling of a single curved road is terminated, and therefore the driver of the vehicle becomes free from a strange feeling due to the slow-down of the acceleration.

[0052] Command vehicle speed determining block 510 receives vehicle speed VA(t), vehicle speed correction quantity VSUB(t), command vehicle speed variation ΔVCOM(t) and maximum value VSMAX of the command vehicle speed and calculates command vehicle speed VCOM(t) as follows.

[0053] (a) When maximum value VSMAX of the command vehicle speed is greater than vehicle speed VA(t), that is, when the driver requests accelerating the vehicle by operating accelerate switch 40 (or a resume switch), command vehicle speed VCOM(t) is calculated from the following equation (7).

V COM (t)=min[VSMAX, VA(t)+ΔVCOM(t)−VSUB(t)]  (7)

[0054] That is, smaller one of maximum value VSMAX and the value [VA(t)+ΔVCOM(t)−VSUB(t)] is selected as command vehicle speed VCOM.

[0055] (b) When VSMAX=VA(t), that is, when the vehicle travels at a constant speed, command vehicle speed VCOM(t) is calculated from the following equation (8).

V COM (t)=VSMAX−VSUB(t)  (8)

[0056] That is, command vehicle speed VCOM(t) is obtained by subtracting vehicle speed correction quantity VSUB(t) from maximum value VSMAX of the command vehicle speed.

[0057] (c) When maximum value VSMAX of the command vehicle speed is smaller than vehicle speed VA(t), that is, when the driver requests to decelerate the vehicle by operating coast switch 30, command vehicle speed VCOM(t) is calculated from the following equation (9).

V COM (t)=max[VSMAX, VA(t)−ΔVCOM(t)−VSUB(t)]  (9)

[0058] That is, larger one of maximum value VSMAX and the value [VA(t)−ΔVCOM(t)−VSUB(t)] is selected as command vehicle speed VCOM(t).

[0059] Command vehicle speed VCOM(t) is determined from the above-mentioned manner, and the vehicle speed control system controls vehicle speed VA(t) according to the determined command vehicle speed VCOM(t).

[0060] A command drive torque calculating block 530 receives command vehicle speed VCOM(t) and vehicle speed VA(t) and calculates a command drive torque dFC(t). FIG. 7 shows a construction of command drive torque calculating block 530.

[0061] When the input is command vehicle speed VCOM(t) and the output is vehicle speed VA(t), a transfer characteristic (function) GV(s) thereof is represented by the following equation (10).

G V (s)=1/(TV·s+1)·e(−LV·s)  (10)

[0062] In this equation (10), TV is a first-order lag time constant, and LV is a dead time due to a delay of a power train system.

[0063] By modeling a vehicle model of a controlled system in a manner of treating command drive torque dFC(t) as a control input (manipulated value) and vehicle speed VA(t) as a controlled value, the behavior of a vehicle power train is represented by a simplified linear model shown by the following equation (11).

V A (t)=1/(mV·Rt·s)·e(−LV·s)·dFC(t)  (11)

[0064] In this equation (11), Rt is an effective (rotation) radius of a tire, and mV is a vehicle mass (weight).

[0065] The vehicle model employing command drive torque dFC(t) as an input and vehicle speed VA(t) as an output performs an integral characteristic since the equation (11) of the vehicle model is of a 1/s type.

[0066] Although the controlled system performs a non-linear characteristic which includes a dead time LV due to the delay of the power train system and varies the dead time LV according to the employed actuator and engine, the vehicle model employing the command drive torque dFC(t) as an input and vehicle speed VA(t) as an output can be represented by the equation (11) by means of the approximate zeroing method employing a disturbance estimator.

[0067] By corresponding the response characteristic of the controlled system of employing the command drive torque dFC(t) as an input and vehicle speed VA(t) as an output to a characteristic of the transfer function GV(s) having a predetermined first-order lag TV and the dead time LV, the following relationship is obtained by using C1(s), C2(s) and C3(S) shown in FIG. 7.

C 1 (s)=e(−LV·s)/(TH·s+1)  (12)

C 2 (s)=(mV·Rt·s)/(TH·s+1)  (13)

d V (t)=C2(s)·VA(t)−C1(s)·dFC(t)  (14)

[0068] In these equations (12), (13) and (14), C1(s) and C2(s) are disturbance estimators for the approximate zeroing method and perform as a compensator for suppressing the influence due to the disturbance and modeling.

[0069] When a norm model GV(s) is treated as a first-order low-pass filter having a time constant TV upon neglecting the dead time of the controlled system, the model matching compensator C3(s) takes a constant as follows.

C 3 (t)=mV·Rt/TV  (15)

[0070] From these compensators C1(s), C2(s) and C3(s), the command drive torque dFC(t) is calculated from the following equation (16). 1$\begin{array}{cc}\begin{array}{c}{d}_{\mathrm{FC}}\left(t\right)=C_3\left(s\right)·\left\{V_{\mathrm{COM}}\left(t\right)-V_A\left(t\right)\right\}-\\ \left\{C_2\left(s\right)·V_A\left(t\right)-C_1\left(s\right)·d_{\mathrm{FC}}\left(t\right)\right\}\end{array}& \left(16\right)\end{array}$

[0071] A drive torque of the vehicle is controlled on the basis of command drive torque dFC(t). More specifically, the command throttle opening is calculated so as to bring actual drive torque dFA(t) closer to command drive torque dFC(t) by using a map indicative of an engine non-linear stationary characteristic. This map is shown in FIG. 8, the relationship represented by this map has been previously measured and stored. Further, when the required toque is negative and is not ensured by the negative drive torque of the engine, the vehicle control system operates the transmission and the brake system to ensure the required negative torque. Thus, by controlling the throttle opening, the transmission and the brake system, it becomes possible to modify the engine non-linear stationary characteristic into a linearized characteristic.

[0072] Since CVT 70 employed in this embodiment according to the present invention is provided with a torque converter with a lockup mechanism, vehicle speed control block 500 receives a lockup signal LUs from a controller of CVT 70. The lockup signal LUs indicates the lockup condition of CVT 70. When vehicle speed control block 500 decides that CVT is put in an un-lockup condition on the basis of the lockup signal LUs, vehicle speed control block 500 increases the time constant TH employed to represent the compensators C1(s) and C2(s) as shown in FIG. 7. The increase of the time constant TH decreases the vehicle speed control feedback correction quantity (a correction coefficient for keeping a desired response characteristic). Therefore, it becomes possible to adjust the model characteristic to the response characteristic of the controlled system under the un-lockup condition, although the response characteristic of the controlled system under the un-lockup condition delays as compared with that of the controlled system under the lockup condition. Accordingly, the stability of the vehicle speed control system is ensured under both lockup condition and un-lockup condition.

[0073] Command drive torque calculating block 530 shown in FIG. 7 is constructed by compensators C1(s) and C2(s) for compensating the transfer characteristic of the controlled system and compensator C3(s) for achieving a response characteristic previously designed by a designer. Command drive torque calculating block 530 may be constructed by a pre-compensator CF(s) for compensating so as to ensure a desired response characteristic determined by the designer, a norm model calculating block CR(s) for calculating the desired response characteristic determined by the designer and a feedback compensator C3(s)′ for compensating a drift quantity (a difference between the target vehicle speed and the actual vehicle speed) with respect to the response characteristic of the norm model calculating section CR(s), as shown in FIG. 12.

[0074] The pre-compensator CF(s) calculates a standard command drive torque dFC1(t) by using the following filter in order to achieve the transfer function GV(s) of the actual vehicle speed VA(t) with respect to the command vehicle speed VCOM(t).

D FC1 (t)=mV·RT·s·VCOM(t)/(TV·s+1)  (17)

[0075] Norm model calculating block CR(s) calculates a target response VT(t) of the vehicle speed control system from the transfer function GV(s) and the command vehicle speed VCOM(t) as follows.

V T (t)=GV(s)·VCOM(t)  (18)

[0076] Feedback compensator C3(s)′ calculates a correction quantity of the command drive torque so as to cancel a deviation when the deviation between the target response VT(t) and the actual vehicle speed VA(t) is caused. That is, the correction quantity dV(t)′ is calculated from the following equation (19).

d V (t)′=[(KP·s+KI)/s][VT(t)−VA(t)]  (19)

[0077] In this equation (19), KP is a proportion control gain of the feedback compensator C3(s)′, KI is an integral control gain of the feedback compensator C3(s)′, and the correction quantity dV(t)′ of the drive torque corresponds to an estimated disturbance dV(t) explained in FIG. 7.

[0078] When it is decided that CVT 70 is put in the un-lockup condition from the lockup condition signal LUs, the correction quantity dV(t)′ is calculated from the following equation (20).

d V (t)′=[(KP′·s+KI′)/s][VT(t)−VA(t)]  (20)

[0079] In this equation (20), KP′>KP, and KI′>KI. Therefore, the feedback gain in the un-lockup condition of CVT 70 is decreased as compared with that in the lockup condition of CVT 70. Further, command drive torque dFC(t) is calculated from a standard command drive torque dFC1(t) and the correction quantity dV(t)′ as follows.

d FC (t)=dFC1(t)+dV(t)′  (21)

[0080] That is, when CVT 70 is put in the un-lockup condition, the feedback gain is set at a smaller value as compared with the feedback gain in the lockup condition. Accordingly, the changing rate of the correction quantity of the command drive torque becomes smaller, and therefore it becomes possible to adapt the response characteristic of the controlled system which characteristic delays under the un-lockup condition of CVT 70 as compared with the characteristic in the lockup condition. Consequently, the stability of the vehicle speed control system is ensured under both lockup condition and un-lockup condition.

[0081] Next, the actuator drive system of FIG. 1 will be discussed hereinafter.

[0082] Command gear ratio calculating block 540 receives command drive torque dFC(t), vehicle speed VA(t), the output of coast switch 30 and the output of accelerator pedal sensor 90. Command gear ratio calculating block 540 calculates a command gear ratio DRATIO(t), which is a ratio between an input rotation speed and an output rotation of CVT 70, on the basis of the received information and outputs command gear ratio DRATIO(t) to CVT 70 as mentioned later.

[0083] (a) When coast switch 30 is put in an off state, an estimated throttle opening TVOESTI is calculated from the throttle opening estimation map shown in FIG. 9 on the basis of vehicle speed VA(t) and command drive torque dFC(t). Then, a command engine rotation speed NIN-COM is calculated from the CVT shifting map shown in FIG. 10 on the basis of estimated throttle opening TVOESTI and vehicle speed VA(t). Further, command gear ratio DRATIO(t) is obtained from the following equation (22) on the basis of vehicle speed VA(t) and command engine rotation speed NIN-COM.

D RATIO(t)=NIN-COM·2π·Rt/[60·VA(t)·Gf]  (22)

[0084] In this equation (22), Gf is a final gear ratio.

[0085] (b) When coast switch 30 is switched on, that is, when maximum value VSMAX of the command vehicle speed is decreased by switching on coast switch 30, the previous value of command gear ratio DRATIO(t−1) is maintained as the present command gear ratio DRATIO(t). Therefore, even when coast switch 30 is continuously switched on, command gear ratio DRATIO(t) is maintained at the value set just before the switching on of coast switch 30 until coast switch is switched off. That is, the shift down is prohibited for a period from the switching on of coast switch 30 to the switching off of coast switch 30.

[0086] That is, when the set speed of the vehicle speed control system is once decreased by operating coast switch 30 and is then increased by operating accelerate switch 40, the shift down is prohibited during this period. Therefore, even if the throttle opening is opened to accelerate the vehicle, the engine rotation speed is never radically increased under such a transmission condition. This prevents the engine from generating noises excessively.

[0087] An actual gear ratio calculating block 550 of FIG. 1 calculates an actual gear ratio RATIO(t) (an actual ratio between an input speed and an output speed of CVT 70) from the following equation on the basis of the engine rotation speed NE(t) and vehicle speed VA(t) which is obtained by detecting an engine spark signal through engine speed sensor 80.

RATIO(t)=NE(t)/[VA(t)·Gf·2π·Rt]  (23)

[0088] A command engine torque calculating block 560 of FIG. 1 calculates a command engine torque TECOM(t) from command drive torque dFC(t), actual gear ratio RATIO(t) and the following equation (24).

TE COM (t)=dFC(t)/[Gf·RATIO(t)]  (24)

[0089] A target throttle opening calculating block 570 of FIG. 1 calculates a target throttle opening TVOCOM from the engine performance map shown in FIG. 11 on the basis of command engine torque TECOM(t) and engine rotation speed NE(t), and outputs the calculated target throttle opening TVOCOM to throttle actuator 60.

[0090] A command brake pressure calculating block 630 of FIG. 1 calculates an engine brake torque TECOM′ during a throttle full closed condition from the engine performance map shown in FIG. 11 on the basis of engine rotation speed NE(t). Further, command brake pressure calculating block 630 calculates a command brake pressure REFPBRK(t) from the throttle full-close engine brake torque TECOM′, command engine torque TECOM(t) and the following equation (25). 2$\begin{array}{cc}{\mathrm{REF}}_{\mathrm{PBRK}}\left(t\right)=\frac{\left({\mathrm{TE}}_{\mathrm{COM}}-{\mathrm{TE}}_{\mathrm{COM}}^{\prime }\right)·\mathrm{Gm}·\mathrm{Gf}}{\left\{4·\left(2·\mathrm{AB}·\mathrm{RB}·\mu B\right)\right\}}& \left(25\right)\end{array}$

[0091] In this equation (25), Gm is a gear ratio of CVT 70, AB is a wheel cylinder force (cylinder pressure×area), RB is an effective radius of a disc rotor, and μB is a pad friction coefficient.

[0092] Next, the suspending process of the vehicle speed control will be discussed hereinafter.

[0093] A vehicle speed control suspension deciding block 620 of FIG. 1 receives an accelerator control input APO detected by accelerator pedal sensor 90 and compares accelerator control input APO with a predetermined value. The predetermined value is an accelerator control input APO1 corresponding to a target throttle opening TVOCOM inputted from a target throttle opening calculating block 570, that is a throttle opening corresponding to the vehicle speed automatically controlled at this moment. When accelerator control input APO is greater than a predetermined value, that is, when a throttle opening becomes greater than a throttle opening controlled by throttle actuator 60 due to the accelerator pedal depressing operation of the drive, vehicle speed control suspension deciding block 620 outputs a vehicle speed control suspending signal.

[0094] Command drive torque calculating block 530 and target throttle opening calculating block 570 initialize the calculations, respectively in reply to the vehicle speed control suspending signal, and the transmission controller of CVT 70 switches the shift-map from a constant speed traveling shift-map to a normal traveling shift map. That is, the vehicle speed control system according to the present invention suspends the constant speed traveling, and starts the normal traveling according to the accelerator pedal operation of the driver.

[0095] The transmission controller of CVT 70 has stored the normal traveling shift map and the constant speed traveling shift map, and when the vehicle speed control system according to the present invention decides to suspend the constant vehicle speed control, the vehicle speed control system commands the transmission controller of CVT 70 to switch the shift map from the constant speed traveling shift map to the normal traveling shift map. The normal traveling shift map has a high responsibility characteristic so that the shift down is quickly executed during the acceleration. The constant speed traveling shift map has a mild characteristic which impresses a smooth and mild feeling to a driver when the shift map is switched from the constant speed traveling mode to the normal traveling mode.

[0096] Vehicle speed control suspension deciding block 620 stops outputting the vehicle speed control suspending signal when the accelerator control input APO returns to a value smaller than the predetermined value. Further, when the accelerator control input APO is smaller than the predetermined value and when vehicle speed VA(t) is greater than the maximum value VSMAX of the command vehicle speed, vehicle speed control suspension deciding block 620 outputs the deceleration command to the command drive torque calculating block 530.

[0097] When the output of the vehicle speed control suspending signal is stopped and when the deceleration command is outputted, command drive torque calculating block 530 basically executes the deceleration control according to the throttle opening calculated at target throttle opening calculating block 570 so as to achieve command drive torque dFC(t). However, when command drive torque dFC(t) cannot be achieved only by fully closing the throttle, the transmission control is further employed in addition to the throttle control. More specifically, in such a large deceleration force required condition, command gear ratio calculating block 540 outputs the command gear ratio DRATIO (shift down command) regardless the road gradient, such as traveling on a down slope or a flat road. CVT 70 executes the shift down control according to the command gear ratio DRATIO to supply the shortage of the decelerating force.

[0098] Further, when command drive torque dFC(t) is not ensured by both the throttle control and the transmission control, and when the vehicle travels on a flat road, the shortage of command drive torque dFC(t) is supplied by employing the brake system. However, when the vehicle travels on a down slop, the braking control by the brake system is prohibited by outputting a brake control prohibiting signal BP from command drive torque calculating block 530 to a command brake pressure calculating block 630. The reason for prohibiting the braking control of the brake system on the down slop is as follows.

[0099] If the vehicle on the down slope is decelerated by means of the brake system, it is necessary to continuously execute the braking. This continuous braking may cause the brake fade. Therefore, in order to prevent the brake fade, the vehicle speed control system according to the present invention is arranged to execute the deceleration of the vehicle by means of the throttle control and the transmission control without employing the brake system when the vehicle travels on a down slope.

[0100] With the thus arranged suspending method, even when the constant vehicle speed cruise control is restarted after the constant vehicle speed cruise control is suspended in response to the temporal acceleration caused by depressing the accelerator pedal, a larger deceleration as compared with that only by the throttle control is ensured by the down shift of the transmission. Therefore, the conversion time period to the target vehicle speed is further shortened. Further, by employing a continuously variable transmission (CVT 70) for the deceleration, a shift shock is prevented even when the vehicle travels on the down slope. Further, since the deceleration ensured by the transmission control and the throttle control is larger than that only by the throttle control and since the transmission control and the throttle control are executed to smoothly achieve the drive torque on the basis of the command vehicle speed variation ΔVCOM, it is possible to smoothly decelerate the vehicle while keeping the deceleration degree at the predetermined value. In contrast to this, if a normal non-CVT automatic transmission is employed, a shift shock is generated during the shift down, and therefore even when the larger deceleration is requested, the conventional system employed a non-CVT transmission has executed only the throttle control and has not executed the shift down control of the transmission.

[0101] By employing a continuously variable transmission (CVT) with the vehicle speed control system, it becomes possible to smoothly shift down the gear ratio of the transmission. Therefore, when the vehicle is decelerated for continuing the vehicle speed control, a deceleration greater than that only by the throttle control is smoothly executed.

[0102] Next, a stopping process of the vehicle speed control will be discussed.

[0103] A drive wheel acceleration calculating block 600 of FIG. 1 receives vehicle speed VA(t) and calculates a drive wheel acceleration αOBS(t) from the following equation (26).

αOBS(t)=[KOBS·s/(TOBS·s2+s+KOBS)]·VA(t)  (26)

[0104] In this equation (26), KOBS is a constant, and TOBS is a time constant.

[0105] Since vehicle speed VA(t) is a value calculated from the rotation speed of a tire (drive wheel), the value of vehicle speed VA(t) corresponds to the rotation speed of the drive wheel. Accordingly, drive wheel acceleration αOBS(t) is a variation (drive wheel acceleration) of the vehicle speed obtained from the derive wheel speed VA(t).

[0106] Vehicle speed control stop deciding block 610 compares drive wheel acceleration αOBS(t) calculated at drive torque calculating block 600 with the predetermined acceleration limit α which corresponds to the variation of the vehicle speed, such as 0.2G. When drive wheel acceleration αOBS(t) becomes greater than the acceleration limit α, vehicle speed control stop deciding block 610 outputs the vehicle speed control stopping signal to command drive torque calculating block 530 and target throttle opening calculating block 570. In reply to the vehicle speed control stopping signal, command drive torque calculating block 530 and target throttle opening calculating block 570 initialize the calculations thereof respectively. Further, when the vehicle speed control is once stopped, the vehicle speed control is not started until set switch 20 is again switched on.

[0107] Since the vehicle speed control system shown in FIG. 1 controls the vehicle speed at the command vehicle speed based on command vehicle speed variation ΔVCOM determined at command vehicle speed variation determining block 590. Therefore, when the vehicle is normally controlled, the vehicle speed variation never becomes greater than the limit of the command vehicle speed variation, for example, 0.06G=0.021(km/h/10 ms). Accordingly, when drive wheel acceleration αOBS(t) becomes greater than the predetermined acceleration limit α which corresponds to the limit of the command vehicle speed acceleration, there is a possibility that the drive wheels are slipping. That is, by comparing drive wheel acceleration αOBS(t) with the predetermined acceleration limit α, it is possible to detect the generation of slippage of the vehicle. Accordingly, it becomes possible to execute the slip decision and the stop decision of the vehicle speed control, by obtaining drive wheel acceleration αOBS(t) from the output of the normal vehicle speed sensor without providing an acceleration sensor in a slip suppressing system such as TCS (traction control system) and without detecting a difference between a rotation speed of the drive wheel and a rotation speed of a driven wheel. Further, by increasing the command vehicle speed variation ΔVCOM, it is possible to improve the responsibility of the system to the target vehicle speed.

[0108] Although the embodiment according to the present invention has been shown and described such that the stop decision of the vehicle speed control is executed on the basis of the comparison between the drive wheel acceleration αOBS(t) and the predetermined value, the invention is not limited to this and may be arranged such that the stop decision is made when a difference between the command vehicle variation ΔVCOM and drive wheel acceleration αOBS(t) becomes greater than a predetermined value.

[0109] Command vehicle speed determining block 510 of FIG. 1 decides whether VSMAX<VA, that is, whether the command vehicle speed VCOM(t) is greater than vehicle speed VA(t) and is varied to the decelerating direction. Command vehicle speed determining block 510 sets command vehicle speed VCOM(t) at vehicle speed VA(t) or a predetermined vehicle speed smaller than vehicle speed VA(t), such as at a value obtained by subtracting 5 km/h from vehicle speed VA(t), and sets the initial values of integrators C2(s) and C1(s) at vehicle speed VA(t) so as to set the output of the equation C2(s)·VA(t)−C1(s)·dFC(t)=dV(t) at zero. As a result of this settings, the outputs of C1(s) and C2(s) become VA(t) and therefore the estimated disturbance dV(t) becomes zero. Further, this control is executed when the variation ΔVCOM which is a changing rate of command vehicle speed VCOM is greater in the deceleration direction than the predetermined deceleration, such as 0.06G. With this arrangement, it becomes possible to facilitate unnecessary initialization of the command vehicle speed (VA(t)→VCOM(t)) and initialization of the integrators, and to decrease the shock due to the deceleration.

[0110] Further, when the command vehicle speed (command control value at each time until the actual vehicle speed reaches the target vehicle speed) is greater than the actual vehicle speed and when the time variation (change rate) of the command vehicle speed is turned to the decelerating direction, by changing the command vehicle speed to the actual vehicle speed or the predetermined speed smaller than the actual vehicle speed, the actual vehicle speed is quickly converged into the target vehicle speed. Furthermore, it is possible to keep the continuing performance of the control by initializing the calculation of command drive torque calculating block 530 from employing the actual vehicle speed or a speed smaller than the actual vehicle speed.

[0111] Further, if the vehicle speed control system is arranged to execute a control for bringing an actual inter-vehicle distance closer to a target inter-vehicle distance so as to execute a vehicle traveling while keeping a target inter-vehicle distance set by a driver with respect to a preceding vehicle, the vehicle speed control system is arranged to set the command vehicle speed so as to keep the target inter-vehicle distance. In this situation, when the actual inter-vehicle distance is lower than a predetermined distance and when the command vehicle speed variation ΔVCOM is greater than the predetermined value (0.06G) in the deceleration direction, the change (VA→VCOM) of the command vehicle speed VCOM and the initialization of command drive torque calculating block 530 (particularly, integrator) are executed. With this arrangement, it becomes possible to quickly converge the inter-vehicle distance to the target inter-vehicle distance. Accordingly, the excessive approach to the preceding vehicle is prevented, and the continuity of the control is maintained. Further, the decrease of the unnecessary initialization (VA(t)43 VCOM(t) and initialization of integrators) decreases the generation of the shift down shock.

[0112] The entire contents of Japanese Patent Applications Nos. 2000-143511 and 2000-123543 filed on May 16, 2000 in Japan are incorporated herein by reference.

[0113] Although the invention has been described above by reference to a certain embodiment of the invention, the invention is not limited to the embodiments described above. Modifications and variations of the embodiment described above will occur to those skilled in the art, in light of the above teaching. The scope of the invention is defined with reference to the following claims.

Claims

1. A vehicle speed control system for a vehicle, comprising: a lateral acceleration sensor sensing a lateral acceleration of the vehicle; a vehicle speed sensor sensing a vehicle speed of the vehicle; a target vehicle speed setting device for setting a target vehicle speed; a drive system generating drive force of the vehicle; and a controller connected with said lateral acceleration sensor, said vehicle speed sensor, said target vehicle speed setting device and said drive system, said controller, calculating a correction quantity based on the lateral acceleration and the vehicle speed, calculating a command vehicle speed on the basis of the vehicle speed, the target vehicle speed, a variation of the command vehicle speed, and the correction quantity, and controlling said drive system to bring the vehicle speed closer to the command vehicle speed.

2. The vehicle speed control system as claimed in claim 1, wherein said controller determines whether the vehicle is traveling on a curved road, and said controller determines the variation of the command vehicle speed at the time after the traveling on the curved road is terminated, on the basis of one of a curve-terminated vehicle speed at the time when the curved road traveling is terminated and a start-end deviation between the vehicle speed at the time when the vehicle starts traveling on a curved road and the vehicle speed at the time when the curved road traveling is terminated.

3. The vehicle speed control system as claimed in claim 1, wherein said drive system includes an engine system with a continuously variable transmission (CVT) and a brake system.

4. The vehicle speed control system as claimed in claim 2, wherein said controller determines that the curved road traveling is terminated when the correction quantity returns to zero after the correction quantity takes a value except for zero.

5. The vehicle speed control system as claimed in claim 2, wherein said controller calculates the variation of the command vehicle speed from a map stored in said controller and an absolute value of a deviation between the vehicle speed and a maximum value of the command vehicle speed.

6. The vehicle speed control system as claimed in claim 5, wherein the map for calculating the variation performs characteristics that the variation is increased according to the increase of the absolute value when the absolute value of the deviation is within an intermediate range, that the variation is set at a first constant value equal to a maximum value of the variation in the intermediate range when the absolute value is greater than a maximum value of the absolute value in the intermediate range, and that the variation is set at a second constant value equal to a minimum value of the variation in the intermediate range when the absolute value is smaller than a minimum value of the absolute value in the intermediate range.

7. The vehicle speed control system as claimed in claim 1, wherein said controller calculates the command vehicle speed at predetermined time cycles.

8. A vehicle speed control system comprising: a command vehicle speed variation determining section that calculates a command vehicle speed variation on the based of a vehicle speed and a 5 target vehicle speed set by a vehicle operator; a lateral acceleration vehicle speed correction quantity calculating section that detects a lateral acceleration of a vehicle and calculates a correction quantity from a predetermined characteristic and the lateral acceleration; a controlling section that controls a drive system of the vehicle so as to bring the vehicle speed closer to a target vehicle speed; and said command vehicle speed variation determining section determining the command vehicle speed variation at the time after the traveling on the curved road is terminated, on the basis of one of the vehicle speed at the time when the curved road traveling is terminated and a deviation between the vehicle speed at the time when the vehicle starts traveling on the curved road and the vehicle speed at the time when the curved road traveling is terminated, instead of calculating on the based of a vehicle speed and a target vehicle speed set by a vehicle operator.

9. The vehicle speed control system as claimed in claim 8, wherein said command vehicle speed variation determining section determines the command vehicle speed variation at the time when the curved road traveling is terminated from the vehicle speed at the time of termination of the curved road traveling and a characteristic that the command vehicle speed variation becomes smaller as the vehicle speed becomes smaller.

10. The vehicle speed control system as claimed in claim 9, wherein said command vehicle speed variation determining section determines the command vehicle speed variation at the time when the curved road traveling is terminated from a deviation between the vehicle speed at the time when the curved road traveling is started and the vehicle speed at the time of termination of the curved road traveling, in accordance with a characteristic that the command vehicle speed variation becomes larger as the vehicle speed becomes larger.

11. A vehicle speed control system for a vehicle, comprising: a command vehicle speed variation determining section that calculates a command vehicle speed variation on the basis of a deviation between a vehicle speed and a target vehicle speed set by an operator; a correction quantity calculating section that detects a lateral acceleration of the vehicle and calculates a correction quantity according to the lateral acceleration; a command vehicle speed calculating section that calculates a command vehicle speed by subtracting the correction quantity from a first value calculated from at least one of a target vehicle speed set by a vehicle operator and a second value calculated from the vehicle speed and the variation of the command vehicle speed; and said command vehicle speed variation determining section determining the correction quantity so that the correction quantity becomes smaller as the vehicle speed becomes higher.

12. The vehicle speed control system as claimed in claim 11, wherein said correction quantity calculating section calculates the lateral acceleration from the vehicle speed and a value obtained by processing one of a steer angle and a yaw rate by means of a low-pass filter, calculates the correction quantity according to the lateral acceleration, and varies the correction quantity by varying a cutoff frequency of the low pass filter according to the vehicle speed.

13. A vehicle speed control system comprising: a controller, determining whether the vehicle is traveling on a curved road, determining a variation of the command vehicle speed at the time after the traveling on the curved road is terminated, on the basis of one of the vehicle speed at the time when the curved road traveling is terminated and a deviation between the vehicle speed at the time when the vehicle starts traveling on the curved road and the vehicle speed at the time when the curved road traveling is terminated, and controlling a drive system of the vehicle so as to bring the vehicle speed closer to the command vehicle speed.

14. A method for controlling a vehicle speed of a vehicle, comprising: calculating a command vehicle speed variation on the basis of a deviation between a vehicle speed and a target vehicle speed set by an operator; detecting a lateral acceleration of the vehicle; calculating a correction quantity according to the lateral acceleration; calculating a command vehicle speed by subtracting the correction quantity from a value calculated from at least one of a target vehicle speed set by a vehicle operator and a value calculated based on the vehicle speed and the command vehicle speed variation; and determining the correction quantity so that the correction quantity becomes smaller as the vehicle speed becomes higher.

15. A vehicle speed control system for a vehicle, comprising: detecting a vehicle speed of the vehicle; detecting a lateral acceleration of the vehicle; calculating a correction quantity based on the lateral acceleration and the vehicle speed; calculating a command vehicle speed on the basis of the vehicle speed, a target vehicle speed, a predetermined variation of the command vehicle speed, and the correction quantity; and controlling a drive system to bring the vehicle speed closer to the command vehicle speed.