JP2012224316A - Drive control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To control speed of a driver's own vehicle without giving a sense of discomfort to a driver.SOLUTION: A drive control device provided with a vehicle speed controlling means 15d which controls the speed of the driver's own vehicle to make a distance between the own vehicle and a preceding vehicle a target distance if the preceding vehicle detected by front vehicle detecting means 11, 12 which detect a vehicle in front of the own vehicle runs in the same driving lane as the own vehicle is provided with: a two-wheeler detecting means 15a which determines whether or not the front vehicle is a two-wheeler that runs in an adjacent lane adjacent to the driving lane; a tilt detecting means 12 which detects the tilt of the two-wheeler if the front vehicle is determined to be the two-wheeler; and a cut-in determining means 15c which determines whether or not the two-wheeler cuts into the driving lane by comparing the tilt of the two-wheeler and a prescribed threshold. The vehicle speed controlling means 15d, when it is determined that the two-wheeler cuts into the driving lane, controls the speed of the own vehicle so that the distance between the own vehicle and the two-wheeler comes close to the target distance before the two-wheeler cuts into the driving lane.

Description

  The present invention relates to a travel control device that controls the speed of a host vehicle so that the inter-vehicle distance between the host vehicle and a preceding vehicle becomes a target inter-vehicle distance, and travels following the preceding vehicle.

Conventionally, there has been proposed a travel control device that controls the vehicle speed of the host vehicle so as to follow the preceding vehicle while keeping the target inter-vehicle distance between the host vehicle and the preceding vehicle traveling in the same traveling lane as the host vehicle. Yes.
For example, in Patent Document 1, when deceleration control is performed, the target deceleration of the host vehicle corresponding to the deceleration of the preceding vehicle is calculated, and if the target deceleration is less than a predetermined deceleration, the target deceleration is satisfied. A travel control device is disclosed that adds a braking force and applies a braking force according to a predetermined deceleration when the target deceleration is equal to or greater than a predetermined deceleration. When the target deceleration is clipped to the predetermined deceleration, the braking force applied automatically is limited, preventing sudden braking of the host vehicle even when the preceding vehicle suddenly brakes. Is possible.

  Further, Patent Document 2 discloses a travel control device that controls braking / driving force according to the control content suitable for traveling of a two-wheeled vehicle when it is determined that the preceding vehicle traveling in front of the host vehicle is a two-wheeled vehicle. ing. By adopting traveling control suitable for two-wheeled vehicles, even if the two-wheeled vehicle suddenly accelerates or decelerates or overtakes the preceding vehicle, traveling control that does not give the driver a sense of incongruity is realized.

By the way, when the own vehicle is traveling following the preceding vehicle, a technique for switching to the interrupting control has been proposed in consideration of the other vehicle getting in front of the own vehicle.
For example, in Patent Document 3, when tracking control is performed on a preceding vehicle and another vehicle suddenly interrupts in front of the host vehicle, the presence of an interrupting vehicle is detected by a laser radar or the like. A travel control device is disclosed in which a brake actuator is actuated to shift to an interrupt control in which a brake is applied.

JP 11-11273 A JP 2006-88771 A Japanese Unexamined Patent Publication No. 7-47862

  However, since the traveling control device disclosed in Patent Document 3 detects the presence of an interrupting vehicle using a laser radar or the like after the other vehicle has entered the front of the traveling lane of the own vehicle, the other vehicle has suddenly interrupted. In such a case, the host vehicle may have to be decelerated suddenly in order to secure the inter-vehicle distance. As described above, a vehicle that makes a sudden interruption includes a two-wheeled vehicle that moves quickly. If the other vehicle that cuts in front of the host vehicle is a two-wheeled vehicle, it cannot respond to the quick movement of the two-wheeled vehicle, and must be decelerated rapidly after the two-wheeled vehicle has interrupted.

  In addition, the two-wheeled vehicle can interrupt between the host vehicle and the preceding vehicle even when the distance between the host vehicle and the preceding vehicle is short. For this reason, even when the motorcycle is traveling following the preceding vehicle and the motorcycle suddenly cuts between the own vehicle and the preceding vehicle, the vehicle should secure a sufficient distance from the motorcycle. There is a case where it is necessary to decelerate suddenly. In addition, when the following control is performed on the vehicle preceding the host vehicle, and the speed of the two-wheeled vehicle suddenly interrupted between the host vehicle and the preceding vehicle is different from the speed of the preceding vehicle, the host vehicle May have to change its speed abruptly to follow this motorcycle.

As described above, in the travel control device described in Patent Documents 1 and 2 that secures the inter-vehicle distance in the same manner as Patent Document 3 when the two-wheeled vehicle enters the front of the own vehicle, the own vehicle is suddenly decelerated or suddenly stopped. Acceleration may cause the driver to feel uncomfortable.
The present invention has been devised in view of such problems, and can control the speed of the host vehicle without giving the driver a sense of incongruity when the two-wheeled vehicle enters the traveling lane on which the host vehicle travels. An object of the present invention is to provide a travel control device.

  In order to solve the above-described problem, a travel control device according to the present invention includes a forward vehicle detection unit that detects a vehicle ahead of the host vehicle, and the forward vehicle detected by the forward vehicle detection unit is the same as the host vehicle. Vehicle speed control means for controlling the speed of the host vehicle so that the inter-vehicle distance between the host vehicle and the preceding vehicle is a target inter-vehicle distance if the host vehicle is traveling in a driving lane, In a travel control device that performs tracking control on a vehicle, a motorcycle determination unit that determines whether or not the forward vehicle detected by the forward vehicle detection unit is a motorcycle traveling in an adjacent lane adjacent to the travel lane; When the two-wheeled vehicle determining means determines that the preceding vehicle is the two-wheeled vehicle, the inclination detecting means for detecting the inclination of the two-wheeled vehicle is compared with the predetermined threshold value. Interrupt determining means for determining whether or not the two-wheeled vehicle interrupts the traveling lane, and the vehicle speed control means determines that the two-wheeled vehicle interrupts the traveling lane by the interrupt determining means. The vehicle speed is controlled so that the inter-vehicle distance between the host vehicle and the two-wheeled vehicle approaches the target inter-vehicle distance before the vehicle enters the same travel lane as the host vehicle.

In addition, an interrupt threshold calculating means for calculating the threshold is provided, the interrupt threshold calculating means sets the threshold to a smaller value as the speed of the two-wheeled vehicle is higher, and the interrupt determining means determines the magnitude of the inclination of the two-wheeled vehicle. It is preferable to determine that the two-wheeled vehicle interrupts the travel lane when larger than the threshold value.
At this time, it is more preferable that the interrupt threshold value calculating unit sets the threshold value to a smaller value as the radius of curvature of the adjacent lane is larger.

Further, when the preceding vehicle detection means detects both the preceding vehicle traveling in the same traveling lane as the own vehicle and the two-wheeled vehicle traveling in the adjacent lane as the preceding vehicle, It is preferable that priority is given to the control with respect to the nearer preceding vehicle.
Further, the vehicle speed control means performs constant speed traveling control that travels at a set reference speed when the preceding vehicle is not detected or when the inter-vehicle distance between the host vehicle and the preceding vehicle is equal to or greater than the target inter-vehicle distance. It is preferable to switch to the follow-up control when the inter-vehicle distance from the preceding vehicle becomes less than the target inter-vehicle distance during the constant speed traveling control.

  According to the traveling control device of the present invention, when the front vehicle traveling ahead of the host vehicle is a two-wheeled vehicle traveling in the adjacent lane, the interruption of the two-wheeled vehicle that moves faster than a general automobile is determined from the inclination, and the two-wheeled vehicle is determined. If it is determined that the vehicle will interrupt, the vehicle speed of the host vehicle is controlled so that the distance between the motorcycle and the motorcycle approaches the target vehicle distance before the motorcycle enters the driving lane. It is possible to control the speed of the host vehicle without giving a sense of incongruity such as a slow vehicle speed.

It is a block diagram of the traveling control device concerning one embodiment of the present invention. It is a lineblock diagram of vehicles provided with a run control device concerning one embodiment of the present invention. It is a conceptual diagram which shows an example of the scene used as the application object of the traveling control apparatus which concerns on one Embodiment of this invention, (a) is a straight lane and a two-wheeled vehicle is close to the own vehicle, (b) is a straight lane. (C) is a case where the lane is curved and the two-wheeled vehicle is close to the own vehicle, and (d) is a case where the lane is curved and the preceding vehicle is close to the own vehicle. It is a figure explaining the relationship between the vehicle speed and inclination of a two-wheeled vehicle, (a) is a case where a vehicle speed is fast or a curve is made normal, (b) is a case where a vehicle speed is slow or a lane change in a curve. It is a map for interrupt threshold calculation based on the vehicle speed of a two-wheeled vehicle and the curvature radius of an adjacent lane. It is a figure which shows the relationship between the vehicle speed of the own vehicle, and the inter-vehicle distance of the own vehicle and a preceding vehicle. It is a control flowchart by the traveling control apparatus concerning one embodiment of the present invention.

Hereinafter, embodiments will be described with reference to the drawings. Note that the embodiment described below is merely an example, and there is no intention to exclude various modifications and technical applications that are not explicitly described in the following embodiment.
A travel control apparatus according to the present embodiment will be described with reference to FIGS. As shown in FIGS. 3A to 3D, the traveling control device is a preceding vehicle that travels in the traveling lane 1 a ahead of the traveling vehicle 10 when the traveling vehicle 10 is traveling in the traveling lane 1 a. There is a forward vehicle (hereinafter referred to as an adjacent forward vehicle) 30 that travels in a lane (hereinafter referred to as an adjacent lane) 1b adjacent to the (front vehicle) 25 or the traveling lane 1a, and the adjacent forward vehicle 30 is a motorcycle 31. Applies to The vehicles 10 and 25 are both automobiles, and the motorcycle 31 is a motorcycle.

[1. Device configuration]
The vehicle control apparatus of this embodiment is mounted on the host vehicle 10 shown in FIGS. The host vehicle 10 uses an engine 16 as a drive source, and here, a front-wheel drive automobile is exemplified. The driving force generated by the engine 16 is transmitted to the left and right front wheels 18a, which are driving wheels, via a power transmission path (not shown). Further, the front wheel 18a and the rear wheel 18b are provided with a brake device (braking device) 17 that generates a braking force according to a depression operation of a brake pedal (not shown). The host vehicle 10 starts and travels with the driving force transmitted from the engine 16 to the front wheels 18a as driving wheels, suppresses the output of the engine 16, and is transmitted from the brake device 17 to the front wheels 18a and the rear wheels 18b. The vehicle is decelerated by the braking force to be stopped and stopped by the braking force by the brake device 17.

  FIG. 1 is a block diagram of the travel control device, and FIG. 2 is a configuration diagram of the host vehicle 10 including the travel control device. As shown in FIGS. 1 and 2, the travel control device according to the present embodiment acquires information such as a radar 11 and a camera 12 that acquire forward information of the host vehicle 10, and a travel lane 1 a that the host vehicle 10 travels. An ECU (Electronic Electronic Control Unit) (ECU) that includes a navigation device 13, a vehicle speed sensor 14 that detects the speed of the host vehicle 10, and an operation switch 20 that performs travel control, and that performs travel control based on the acquired information. Control device) 15.

The radar 11 is, for example, a laser radar, a millimeter wave radar or the like installed at the front center of the host vehicle 10. The radar 11 sends a laser wave or the like to the front of the host vehicle 10 and receives the reflected wave. An inter-vehicle distance from a vehicle traveling in front of the vehicle 10 is detected. The radar 11 detects an inter-vehicle distance (relative distance) D _LV between the preceding vehicle 25 traveling on the same traveling lane 1a as the own vehicle 10 and the own vehicle 10, and is scanned left and right to thereby detect the left and right of the traveling lane 1a. also detects the inter-vehicle distance D _B between the adjacent front vehicle 30 and the vehicle 10 traveling on the adjacent lane 1b is a region. Vehicle distance D _LV and D _B, which is detected by the radar 11 is transmitted from time to time ECU 15. In addition, if the radar 11 is ahead of the own vehicle 10, the installation place is not restricted to the center.

  For example, the camera 12 is installed at the front center of the host vehicle 10 and images the white line of the traveling lane 1a, the preceding vehicle 25 existing in front of the host vehicle 10, the adjacent front vehicle 30, and the like. Each image captured by the camera 12 is transmitted as image data to the ECU 15 as needed, and image processing is performed in the ECU 15. Thereby, for example, various information in front of the host vehicle 10 such as information on the traveling lane 1a and the type of the adjacent forward vehicle 30 (for example, whether it is a motorcycle or an automobile) is acquired. For example, a CCD camera or a CMOS camera can be used as the camera 12.

That is, the radar 11 for detecting the inter-vehicle distance D _LV and D _B of the preceding vehicle 25 and the adjacent preceding vehicle 30 with the vehicle 10, a camera 12 for detecting the front of the white line and the type of the forward vehicle in the vehicle 10, It constitutes a forward vehicle detection means of the traveling control device. Thereby, a front vehicle can be detected accurately.

  The navigation device 13 detects the current position of the host vehicle 10 from a GPS satellite via the antenna 13a, or detects the traveling speed of the host vehicle 10 or uses the GPS, the vehicle speed sensor 14, a gyroscope, or the like. Route guidance is performed. The navigation device 13 incorporates map data including detailed road information, and this map data allows information on the travel lane 1a on which the host vehicle 10 travels, for example, the length of the vehicle width H or a straight line shape. If it is a lane or a curve, or if it is a curve, the curvature radius R ′ is obtained. The navigation device 13 is connected to the input side of the ECU 15, and information acquired by the navigation device 13 is transmitted to the ECU 15.

The vehicle speed sensor 14 detects the vehicle speed V of the host vehicle 10. The detected vehicle speed information is transmitted to the ECU 15 as needed.
The operation switch 20 is an ON / OFF type switch provided in the vicinity of the driver's seat of the driver (for example, in the vicinity of the steering wheel 19), and is executed according to the traveling condition of the host vehicle 10 when the driver is turned ON. This is a start switch for running control.

  The ECU 15 inputs / outputs signals to / from a CPU that executes various arithmetic processes, a ROM that stores programs and data necessary for the control, a RAM that temporarily stores calculation results in the CPU, and the like. Input / output ports, a timer for counting the control time, and the like are provided, and traveling control of the host vehicle 10 is performed. As shown in FIGS. 1 and 2, a radar 11, a camera 12, a navigation device 13, a vehicle speed sensor 14, and an operation switch 20 are connected to the input side of the ECU 15. On the other hand, an engine 16 and a brake device 17 are connected to the output side of the ECU 15.

[2. Control configuration]
[2-1. Overview of control]
In the ECU 15 of the present embodiment, mainly two controls are performed. The first control is constant speed traveling control, and the second control is inter-vehicle distance control.
The constant speed traveling control is a so-called auto cruise control in which the vehicle travels while maintaining a set speed (reference vehicle speed) without continuously depressing the accelerator pedal. Specifically, for example, when the preceding vehicle traveling in front of the host vehicle 10 is traveling at a speed higher than the reference speed and is traveling further than the distance for which the inter-vehicle distance control is performed, the reference speed And control for traveling at a reference speed regardless of other vehicles when there is no preceding vehicle ahead of the host vehicle 10.

  On the other hand, the inter-vehicle distance control refers to the own vehicle 10 so that the inter-vehicle distance between the own vehicle 10 and a preceding vehicle traveling in front of the own vehicle 10 approaches a target inter-vehicle distance (hereinafter referred to as a target inter-vehicle distance). This is so-called follow-up control in which the vehicle speed is adjusted so as not to get too close to the preceding vehicle while adjusting the vehicle speed. Specifically, for example, when there is a preceding vehicle traveling in the same lane as the own vehicle 10 at a lower speed than the own vehicle 10 in front of the own vehicle 10, the vehicle speed of the own vehicle 10 is decreased and the preceding vehicle is followed. This includes control and control of traveling following the preceding vehicle up to the reference speed when the preceding vehicle traveling in front of the host vehicle 10 travels at a higher speed.

  In the ECU 15 of the present embodiment, constant speed traveling control and inter-vehicle distance control are switched and executed according to the vehicle speed of the host vehicle 10 and the inter-vehicle distance between the host vehicle 10 and the preceding vehicle. Details of the constant speed traveling control and the inter-vehicle distance control will be described later.

[2-2. Control block configuration]
In order to realize the above two types of control, the ECU 15 includes a functional element as a two-wheeled vehicle determination unit (two-wheeled vehicle determination unit) 15a, a functional element as an interrupt threshold value calculation unit (interrupt threshold value calculation unit) 15b, and an interrupt determination unit. It has a functional element as (interrupt determination means) 15c and a functional element as a vehicle speed control unit (vehicle speed control means) 15d.

  The two-wheeled vehicle determination unit 15a determines whether or not the adjacent forward vehicle 30 traveling in the adjacent lane 1b is a two-wheeled vehicle 31. When the adjacent forward vehicle 30 is detected by the radar 11, it is determined by the camera 12 whether or not the adjacent forward vehicle 30 is a two-wheeled vehicle 31. In this determination, for example, when the length in the vehicle width direction of the adjacent front vehicle 30 imaged by the camera 12 is smaller than a predetermined vehicle width, it is determined that the vehicle 31 is a two-wheeled vehicle 31. The predetermined vehicle width at this time is set in advance as a value smaller than the vehicle width of a general small automobile, for example. Moreover, you may determine whether it is the two-wheeled vehicle 31 from the outer shape and silhouette of the adjacent front vehicle 30 by analyzing the imaged image. Hereinafter, the two-wheeled vehicle 31 traveling in the adjacent lane 1b is referred to as the adjacent two-wheeled vehicle 31.

The interrupt threshold value calculation unit 15b calculates a threshold value for determining whether or not the adjacent two-wheeled vehicle 31 enters the travel lane 1a of the host vehicle 10. Moreover, the interruption determination part 15c mentioned later determines the interruption of the adjacent two-wheeled vehicle 31 using this threshold value. A two-wheeled vehicle can change a traveling route such as turning left or right or changing a lane by tilting the vehicle body. By paying attention to the movement peculiar to the two-wheeled vehicle, it is possible to predict the movement before changing the lane by detecting the inclination of the two-wheeled vehicle. The inclination of the two-wheeled vehicle is detected by a camera 12 provided in the host vehicle 10. In other words, when it is determined that the imaged adjacent forward vehicle 30 is the two-wheeled vehicle 31, the camera 12 functions as an inclination detection unit that detects the inclination θ _B by imaging the adjacent two-wheeled vehicle 31 and performing image processing in the ECU 15. .

When the adjacent two-wheeled vehicle 31 traveling in the adjacent lane 1b cuts into the traveling lane 1a in which the host vehicle 10 travels, the adjacent two-wheeled vehicle 31 moves along its vehicle body 32 as shown in FIGS. The lane is changed by inclining in the changing direction (in FIG. 4A and FIG. 4B, the right side in the traveling direction). For this reason, if the inclination θ _{B of the} vehicle body 32 becomes larger than a predetermined threshold (hereinafter referred to as an interrupt threshold), it is determined that the adjacent two-wheeled vehicle 31 is interrupted into the travel lane 1a. That is, the interruption threshold value is expressed by the inclination angle magnitude θ _TH .

4B. As shown in FIGS. 4A and 4B, the inclination θ _B of the adjacent two-wheeled vehicle 31 is such that the lower end portion of the rear wheel 33 of the adjacent two-wheeled vehicle 31 (the portion where the rear wheel 33 contacts the road surface 2a) 33a and the rear wheel. The line 3 connecting the upper end portion 33b of 33 is an angle shifted with respect to a line 2b perpendicular to the road surface 2a (a line perpendicular to the road surface 2a and extending in the direction of gravity) 2b. That is, the inclination θ _B of the adjacent two-wheeled vehicle 31 represents the magnitude of the angle at which the vehicle body 32 of the adjacent two-wheeled vehicle 31 is inclined with respect to the line 2b perpendicular to the road surface 2a.

Here, a method of calculating the interrupt threshold θ _TH by the interrupt threshold calculator 15b will be described. In the present embodiment, the interrupt threshold θ _TH is calculated using, for example, a map shown in FIG. 5 where the horizontal axis indicates the vehicle speed V _B of the adjacent two-wheeled vehicle 31 and the vertical axis indicates the curvature radius R of the adjacent lane 1b. Two-wheeled vehicles can change lanes with a smaller inclination as the traveling speed increases. Note that the map of FIG. 5 is for the case where the adjacent lane 1b is curved toward the traveling lane 1a. Further, the inclination of the two-wheeled vehicle when changing the lane changes depending on whether the lane in which the two-wheeled vehicle travels is a straight line or a curve. Therefore, the interrupt threshold value calculation unit 15b calculates the interrupt threshold value θ _TH based on the vehicle speed V _B of the adjacent two-wheeled vehicle 31 and the curvature radius R of the adjacent lane 1b. In the map shown in FIG. 5, θ ₁ is the largest angle, θ ₂ , θ ₃ , and θ ₄ are successively smaller angles, and θ ₅ is the smallest angle. Here, the threshold value is set to five levels of θ ₁ to θ ₅ .

More specifically, in the map shown in FIG. 5, the interrupt threshold θ _TH is set to a smaller value as the vehicle speed V _B of the adjacent two-wheeled vehicle 31 is higher, and is set to a larger value as the vehicle speed V _B is lower. For example, when the adjacent two-wheeled vehicle 31 travels in a straight adjacent lane 1b as shown in FIG. 3A, the threshold θ _{TH in} the top row of the map in FIG. 5 is the vehicle speed V _{B of the} adjacent two-wheeled vehicle 31. Is set according to That is, the interrupt threshold θ _TH is set to θ ₃ when the vehicle speed V _B is low, and is set to θ ₅ when the vehicle speed V _B is high.

Further, the interruption threshold θ _TH is set to a smaller value as the curvature radius R of the adjacent lane 1b is larger (that is, as the adjacent lane 1b is linear). This is because when a two-wheeled vehicle travels in a straight lane, the vehicle travels with the vehicle body held substantially perpendicular to the traveling road surface unless the route is changed. On the other hand, the interruption threshold θ _TH is set to a larger value as the curvature radius R of the adjacent lane 1b is smaller (that is, the curve is larger) as shown in FIG. This is because even if the lane is not changed, the motorcycle needs to tilt the vehicle body to bend along the curve.

For example, in the case of the adjacent motorcycle 31 having a low vehicle speed V _B, the threshold value θ _{TH in} the leftmost column of the map in FIG. 5 is set according to the shape of the adjacent lane 1b. That is, the interruption threshold θ _TH is set to θ ₃ when the curvature radius R of the adjacent lane 1b is large (in the case of a straight line), and is set to θ ₁ when the curvature radius R of the adjacent lane 1b is small. That is, when the adjacent motorcycle 31 travels at a low speed on the adjacent lane 1b having a small radius of curvature R, the interruption threshold _θTH is the largest, and the adjacent motorcycle 31 travels at a high speed on the linear adjacent lane 1b having a large curvature radius R. In this case, the interrupt threshold θ _TH is the smallest.

Incidentally, the vehicle speed V of the adjacent motorcycle 31 _B calculates the relative speed between the vehicle 10 and the vehicle 10 from the vehicle distance D _B between adjacent motorcycle 31 and an adjacent two-wheeled vehicle 31 may be calculated from the relative velocity, The vehicle speed V _B of the adjacent motorcycle 31 may be directly detected. The curvature radius R of the adjacent lane 1b is calculated by adding the vehicle width H to the curvature radius R ′ of the traveling lane 1a acquired by the navigation device 13 or the like.

The calculation of the interrupt threshold θ _TH using the map shown in FIG. 5 is applied when the host vehicle 10 is traveling on a curve, for example, in the state shown in FIG. That is, the adjacent lane 1b is located outside the travel lane 1a, and the adjacent two-wheeled vehicle 31 changes the lane to the travel lane 1a inside the curve. In this case, since the adjacent motorcycle 31 bends along the curve without changing the lane to the travel lane 1a, the vehicle body 32 is inclined as shown in FIG. Therefore, when the lane is to be changed to the traveling lane 1a, the vehicle body 32 of the adjacent two-wheeled vehicle 31 is further tilted to the inside of the curve as shown in FIG. 4 (b). Therefore, when moving in the radial direction of the curve while traveling on a curve as shown in FIG. 3 (c), the smaller the radius of curvature R, the more the vehicle body 32 needs to be tilted when changing lanes. The threshold value θ _TH is set to a large value.

Further, for example, when the vehicle travels on a curve as shown in FIG. 3D, that is, when the travel lane 1a on which the host vehicle 10 travels is located outside the adjacent lane 1b, the interrupt determination unit 15c is configured as shown in FIG. Determination is performed by a method different from the states shown in a) to (c). In the case shown in FIG. 3D, the adjacent motorcycle 31 tilts the vehicle body 32 toward the inside of the curve in order to travel along the curve. At this time, when the adjacent two-wheeled vehicle 31 changes the lane to the traveling lane 1a outside the curve, the vehicle body 32 is inclined toward the outside of the curve (that is, the side opposite to the curve). Therefore, when the vehicle travels along the curve shown in FIG. 3D and moves outward in the radial direction of the curve, the interrupt determination unit 15c reverses the direction in which the lane curves and the direction in which the vehicle body 32 tilts. A map different from the map of FIG. 5 is used. Although this map is not particularly illustrated, it is assumed that the smaller the curvature radius of the curve is, the smaller the interruption threshold θ _TH is (which may be negative).

The interrupt determination unit 15c compares the inclination θ _B of the adjacent motorcycle 31 detected by the camera 12 with the interrupt threshold θ _TH obtained by the interrupt threshold calculation unit 15b, and the adjacent motorcycle 31 interrupts the travel lane 1a. It is determined whether or not to come. When it is determined that the inclination θ _B of the adjacent motorcycle 31 is larger than the interrupt threshold θ _TH , it is determined that the adjacent motorcycle 31 is interrupted from the adjacent lane 1b to the travel lane 1a.

The vehicle speed control unit 15d performs the above-described constant speed traveling control and inter-vehicle distance control. The constant speed travel control is a control that travels while maintaining the reference speed without continuing to step on the accelerator pedal, and the inter-vehicle distance control is an inter-vehicle distance between the host vehicle 10 and a preceding vehicle that travels in front of the host vehicle 10. Is a control to increase or decrease the vehicle speed of the host vehicle 10 so as to approach the target inter-vehicle distance _DT . These controls are selectively performed according to the traveling conditions when the operation switch 20 is turned ON by the driver.

The target inter-vehicle distance _DT is set according to the vehicle speed V of the host vehicle 10. For example, a map as shown in FIG. 6 in which the target inter-vehicle distance _DT is set to increase in a curved line as the vehicle speed V of the host vehicle 10 increases is incorporated in the vehicle speed control unit 15d in advance. The target inter-vehicle distance _DT corresponding to the vehicle speed V is updated as needed. In FIG. 6, a target inter-vehicle distance _DT indicated by A is used for inter-vehicle distance control for a preceding vehicle 25 described later, and an inter-vehicle distance D _T ′ indicated by B is used for inter-vehicle distance control for an adjacent motorcycle 31 described later. It is used.

Cruise control is a vehicle speed V of when the operation switch 20 has been turned ON by the driver and stored as a reference vehicle speed V _T, travels while maintaining the reference vehicle speed V _T. The traveling condition when the constant speed traveling control is performed is a case where any one of the following (1) to (4) is satisfied.
(1) There are neither the preceding vehicle 25 nor the adjacent two-wheeled vehicle 31 in front of the host vehicle 10.
(2) Even when the preceding vehicle 25 is in front of the host vehicle 10, the inter-vehicle distance D _LV between the host vehicle 10 and the preceding vehicle 25 is equal to or greater than the normal target inter-vehicle distance _DT .
(3) Even if the adjacent two-wheeled vehicle 31 in front of the vehicle 10 is present, the inter-vehicle distance D _B between the vehicle 10 and the adjacent two-wheeled vehicle 31 is normal target inter-vehicle distance D _T or more.
(4) While the inter-vehicle distance control is being performed, the vehicle speed V of the host vehicle 10 is higher than the reference vehicle speed V _T.

On the other hand, the traveling condition in which the inter-vehicle distance control is performed is a case where any one of the following (5) to (8) is satisfied.
(5) In the case where the preceding vehicle 25 is present in front of the host vehicle 10 and there is no adjacent two-wheeled vehicle 31, the inter-vehicle distance _DLV between the host vehicle 10 and the preceding vehicle 25 is shorter than the normal target inter-vehicle distance _DT .
(6) When the preceding vehicle 25 and the adjacent two-wheeled vehicle 31 are both ahead of the own vehicle 10 and the preceding vehicle 25 is closer to the own vehicle 10, the inter-vehicle distance D _LV between the own vehicle 10 and the preceding vehicle 25 Is shorter than the normal target inter-vehicle distance _DT (as shown in FIG. 3B).
(7) When the adjacent motorcycle 31 is present in front of the host vehicle 10 and the preceding vehicle 25 is not present, it is determined that the adjacent motorcycle 31 interrupts the travel lane 1a of the host vehicle 10.
(8) close towards the own vehicle 10 adjacent motorcycle 31 in the case where adjacent two-wheeled vehicle 31 and the preceding vehicle 25 in front is present both vehicle 10, vehicle distance D _B is the normal target for the adjacent motorcycle 31 as the vehicle 10 In the case where the distance between the vehicles is shorter than the inter-vehicle distance D _T, it is determined that the adjacent two-wheeled vehicle 31 interrupts the travel lane 1a of the host vehicle 10 (as shown in FIGS. 3A, 3C, and 3D).

The control performed when the above condition (5) or (6) is satisfied is the inter-vehicle distance control for the preceding vehicle 25, and the inter-vehicle distance D _LV between the host vehicle 10 and the preceding vehicle 25 is shown in FIG. The vehicle speed V of the host vehicle 10 is controlled so as to approach the normal target inter-vehicle distance _DT indicated by A in FIG. Here, the normal target inter-vehicle distance _DT is safe so that the vehicle 10 does not collide with the preceding vehicle 25 even when the preceding vehicle 25 suddenly stops while the host vehicle 10 is traveling on the traveling lane 1a at the vehicle speed V. It is the distance between cars.

The control of the condition (7) or (8) is performed when a condition is satisfied is the inter-vehicle distance control for the adjacent motorcycle 31, the inter-vehicle distance D _B between the vehicle 10 and the adjacent motorcycle 31, normal vehicle The vehicle speed V of the host vehicle 10 is controlled so as to approach the distance _DT . Thereby, the inter-vehicle distance D _LV between the host vehicle 10 and the preceding vehicle 25 approaches the target inter-vehicle distance D _T ′ for interruption indicated by B in FIG. As shown in FIG. 6, the target inter-vehicle distance D _T ′ for interruption is set longer than the normal target inter-vehicle distance D _T so that it is safe even if the adjacent two-wheeled vehicle 31 can interrupt the travel lane 1a. ing.

Moreover, the termination conditions of the constant speed traveling control and the inter-vehicle distance control are when any one of the following (9) to (11) is satisfied. That is, the following conditions (9) to (11) are conditions for canceling the vehicle speed control by the vehicle control unit 15d.
(9) The operation switch 20 is turned off.
(10) A manual acceleration operation (accelerator operation) was performed.
(11) A manual deceleration operation (brake operation) was performed.

[3. flowchart]
FIG. 7 is a flowchart illustrating a control procedure executed by the ECU 15. This flowchart operates at a predetermined cycle T. Each of the following steps is performed by each function (means) assigned to the hardware of the computer being operated by software (computer program). This traveling control device starts the following control flow when the operation switch 20 is turned on by the driver. The flag F in the flowchart indicates the travel control mode implemented by the vehicle control unit 15d, the flag F = 0 is the constant speed travel control mode, the flag F = 1 is the inter-vehicle distance control mode for the preceding vehicle 25, the flag F = 2 indicates the inter-vehicle distance control mode for the adjacent two-wheeled vehicle 31. Note that the flag F = 0 is set at the start of the control flow.

  As shown in FIG. 7, first, in step S10, it is determined whether or not the flag F is F = 0. Since the flag F is set to F = 0 at the start of the control flow, the process proceeds from the YES route to step S20. In step S <b> 20, it is determined whether or not there is a preceding vehicle 25 in front of the host vehicle 10. If the preceding vehicle 25 is detected, the process proceeds from the YES route to step S30. If the preceding vehicle 25 is not detected, the process proceeds from the NO route to step S45.

In step S30, the inter-vehicle distance _DLV between the host vehicle 10 and the preceding vehicle 25 is detected, and then in step S40, it is determined whether or not the two-wheeled vehicle 31 is in the adjacent lane 1b. If it is determined in step S40 that there is no two-wheeled vehicle 31 in the adjacent lane 1b, the preceding vehicle 25 is present in front of the host vehicle 10, but the adjacent two-wheeled vehicle 31 is not present.
In step S50, it is determined whether the inter-vehicle distance D _LV between the host vehicle 10 and the preceding vehicle 25 is shorter than the normal target inter-vehicle distance _DT . If it is determined that the inter-vehicle distance D _LV with the preceding vehicle 25 is greater than or equal to the normal target inter-vehicle distance _DT , the process proceeds from the NO route to step S60, the flag F is set to F = 0 (step S60), and the constant speed Travel control is implemented (step S70).

On the other hand, if it is determined in step S50 that the inter-vehicle distance D _LV with the preceding vehicle 25 is shorter than the normal target inter-vehicle distance _DT , the process proceeds from the YES route to step S80, and the flag F is set to F = 1. (Step S80), the inter-vehicle distance control for the preceding vehicle 25 is performed (Step S90).
In Step S40, when it is determined that the two-wheeled vehicle 31 is in the adjacent lane 1b, both the preceding vehicle 25 and the adjacent two-wheeled vehicle 31 are present in front of the host vehicle 10. Next, in step S100, a vehicle 10 is detected inter-vehicle distance D _B between adjacent motorcycle 31, in step S110, a vehicle 10 and the vehicle distance D _B is the vehicle 10 and the adjacent motorcycle 31 and the preceding vehicle 25 It is determined whether or not the vehicle distance _DLV is shorter.

At this time, if the inter-vehicle distance D _B between adjacent motorcycle 31 is determined to be inter-vehicle distance D _LV or between the preceding vehicle 25, the process proceeds from NO route to step S50, the flow of steps S50~S90 described above is carried out Is done. On the other hand, when the inter-vehicle distance D _B between adjacent motorcycle 31 is determined to less than the inter-vehicle distance D _LV between the preceding vehicle 25 proceeds from YES route to step S120. In step S120, whether or not the inter-vehicle distance D _B between adjacent motorcycle 31 is shorter than the normal target inter-vehicle distance D _T is determined.

In step S120, if the inter-vehicle distance D _B between adjacent motorcycle 31 is determined to be normal or more target inter-vehicle distance D _T, the process proceeds from NO route to step S60, the flag F is set to F = 0 (step S60 ), Constant speed running control is performed (step S70). On the other hand, in step S120, if the inter-vehicle distance D _B between adjacent motorcycle 31 is determined normal and shorter than the target inter-vehicle distance D _T, the process proceeds from YES route to step S130, the radius of curvature R of the adjacent lane 1b is acquired Is done.

In step S140, the vehicle speed V _B of the adjacent motorcycle 31 is acquired. Subsequently, in step S150, the interrupt threshold θ _TH is calculated based on the curvature radius R and the vehicle speed V _B of the adjacent motorcycle 31. Next, in step S160, the inclination θ _B of the adjacent two-wheeled vehicle 31 is detected, and it is determined whether or not the inclination θ _{B of the} adjacent two-wheeled _vehicle is larger than the interruption threshold θ _TH (step S170).

If it is determined in step S170 that the inclination θ _B of the adjacent motorcycle is equal to or less than the interrupt threshold θ _TH (that is, if it is determined that the adjacent motorcycle 31 does not interrupt the travel lane 1a), the NO route is followed by step S50. The flow of steps S50 to S90 described above is performed. On the other hand, if it is determined in step S170 that the inclination θ _B of the adjacent motorcycle is larger than the interruption threshold θ _TH (that is, if it is determined that the adjacent motorcycle 31 is interrupting the travel lane 1a), the YES route is used. Proceeding to step S180, the flag F is set to F = 2 (step S180), and the inter-vehicle distance control for the adjacent two-wheeled vehicle 31 is performed (step S190).

  If it is determined in step S20 that the preceding vehicle 25 is not in front of the host vehicle 10, the process proceeds from the NO route to step S45, and it is determined whether the two-wheeled vehicle 31 is in the adjacent lane 1b (step S45). If it is determined in step S45 that there is no two-wheeled vehicle 31 in the adjacent lane 1b, the preceding vehicle 25 and the adjacent two-wheeled vehicle 31 are not in front of the host vehicle 10, and therefore the flag F is set to F = 0. (Step S65), constant speed running control is performed (Step S75).

On the other hand, if it is determined in step S45 that the two-wheeled vehicle 31 is in the adjacent lane 1b, there is no preceding vehicle 25 but the adjacent two-wheeled vehicle 31 in front of the host vehicle 10. Therefore, to detect an inter-vehicle distance D _B between the vehicle 10 and the adjacent two-wheeled vehicle 31 (step S105), whether or not the inter-vehicle distance D _B is shorter than the normal target inter-vehicle distance D _T is determined (step S125). If the inter-vehicle distance D _B between adjacent motorcycle 31 is determined to be normal or more target inter-vehicle distance D _T, the process proceeds from NO route to step S65, the flag F is set to F = 0 (step S65), the constant speed Travel control is implemented (step S75).

On the other hand, in step S125, the case where the inter-vehicle distance D _B between adjacent motorcycle 31 is determined normal and shorter than the target inter-vehicle distance D _T, the process proceeds from YES route to step S135, the radius of curvature R of the adjacent lane 1b is acquired In step S145, the vehicle speed V _B of the adjacent two-wheeled vehicle 31 is acquired, and in step S155, the interrupt threshold θ _TH is calculated based on the curvature radius R and the vehicle speed V _{B of the} two-wheeled vehicle 31.

In step S165, the inclination θ _B of the adjacent two-wheeled vehicle 31 is detected, and in step S175, it is determined whether or not the inclination θ _B of the adjacent two-wheeled vehicle is larger than the interruption threshold θ _TH . If it is determined in step S175 that the inclination θ _B of the adjacent motorcycle is equal to or less than the interrupt threshold θ _TH , the adjacent motorcycle 31 does not interrupt the travel lane 1a, and is returned, and the control flow is executed again from step S10. Is done.

On the other hand, when it is determined in step S175 that the inclination θ _B of the adjacent motorcycle is larger than the interrupt threshold θ _TH (that is, when it is determined that the adjacent motorcycle 31 is interrupting the travel lane 1a), the step from the YES route is performed. Proceeding to S180, the flag F is set to F = 2 (step S180), and the inter-vehicle distance control for the adjacent two-wheeled vehicle 31 is performed (step S190).

  When one of the constant speed travel control in steps S70 and S75, the inter-vehicle distance control for the preceding vehicle 25 in step S90, and the inter-vehicle distance control for the adjacent two-wheeled vehicle 31 in step S190 is performed, next, in step S200, It is determined whether the release condition is satisfied. This cancellation condition is any one of the above conditions (8) to (10). When this cancellation condition is satisfied, the control flow is terminated. On the other hand, if the release condition is not satisfied, the process is returned and the control flow is executed again from step S10.

In the control after the return, if the flag F is set to F = 1 or 2 in step S80 or S180 of the control flow one cycle before, in step S10, since F = 0 is not satisfied, step S210 is started from the NO route. Proceed to That is, when the flag F is not F = 0 in step S10, the inter-vehicle distance control is being performed. In step S210, whether or not the vehicle speed V of the current own vehicle 10 is the reference vehicle speed V _T or more is determined.

If it is determined that the vehicle speed V of the host vehicle 10 is equal to or higher than the reference vehicle speed V _T , the process proceeds from the YES route to step S60, the flag F is reset to F = 0 (step S60), and the reference vehicle speed V _T is set. Constant speed traveling control is performed (step S70). On the other hand, when the vehicle speed V of the host vehicle 10 is less than the reference vehicle speed V _T , the process proceeds from the NO route to Step S220, and it is determined whether or not the flag F is F = 1. That is, in step S220, it is determined whether the inter-vehicle distance control currently being performed is for the preceding vehicle 25 or for the adjacent two-wheeled vehicle 31.

  If it is determined in step S220 that the flag F is F = 1, since the currently executed inter-vehicle distance control is for the preceding vehicle 25, the process proceeds from the YES route to step S40, and the motorcycle is placed on the adjacent lane 1b. It is determined whether or not 31 is present (step S40). On the other hand, if it is determined in step S220 that the flag F is not F = 1, the currently executed inter-vehicle distance control is for the adjacent two-wheeled vehicle 31, and therefore, the process proceeds from the NO route to step S20 to enter the traveling lane 1a. It is determined whether or not there is a preceding vehicle 25 (step S20).

  That is, when the inter-vehicle distance control for the adjacent two-wheeled vehicle 31 is performed, if the adjacent two-wheeled vehicle 31 has interrupted the travel lane 1a, the vehicle that has been the adjacent two-wheeled vehicle 31 becomes the next preceding vehicle 25, and therefore the determination in step S220. If it is determined that the inter-vehicle distance control for the adjacent two-wheeled vehicle 31 is being performed, the completion of the interruption of the adjacent two-wheeled vehicle 31 is determined by confirming the presence or absence of the preceding vehicle 20 again in step S20. After proceeding to steps S20 and S40, the above-described steps are performed again, and the control flow is terminated when the release condition in step S200 is satisfied.

[4. effect]
Therefore, according to the traveling control apparatus according to the present embodiment, when the vehicle traveling in front of the host vehicle 10 is the two-wheeled vehicle 31 traveling in the adjacent lane 1b, the interruption of the two-wheeled vehicle 31 that moves faster than a general automobile. was determined from the slope of theta _B, if it is determined that the adjacent two-wheeled vehicle 31 is interrupted, before the adjacent motorcycle 31 interrupts the driving lane 1a, the inter-vehicle distance D _B is the target inter-vehicle distance D _T between neighboring motorcycle 31 as the vehicle 10 By controlling the vehicle speed V of the host vehicle 10 so as to approach the vehicle, the adjacent two-wheeled vehicle 31 can be interrupted in front of the host vehicle 10 without causing the driver to feel uncomfortable, for example, the vehicle speed suddenly decreases.

Further, since the interruption threshold θ _TH for judging the interruption of the adjacent motorcycle 31 is set to a smaller value as the vehicle speed V _B of the adjacent motorcycle 31 is faster, the interruption can be determined according to the vehicle speed V _B of the adjacent motorcycle 31. You can often determine interrupts.
Further, since the interrupt threshold θ _TH for judging the interruption of the adjacent motorcycle 31 is set to a smaller value as the curvature radius R of the adjacent lane 1b is larger (that is, as the adjacent lane 1b is linear), the adjacent motorcycle 31 travels. The interruption determination according to the curve of the adjacent lane 1b is possible, and the determination can be made with high accuracy.

Further, when both the preceding vehicle 25 and the adjacent two-wheeled vehicle 31 are in front of the host vehicle 10, the inter-vehicle distance control for the preceding vehicle 25 is performed by giving priority to the control for the preceding vehicle closer to the host vehicle 10. (Follow-up control) and vehicle speed control before the interruption of the adjacent motorcycle 31 (inter-vehicle distance control with respect to the adjacent motorcycle 31) can be appropriately selected and executed.
Further, and if no preceding vehicle 25 and adjacent two-wheeled vehicle 31 in front of the vehicle 10, even if there are leading vehicle 25 and adjacent two-wheeled vehicle 31, the inter-vehicle distance D _LV with those of the forward vehicle, is D _B target If it is ensured more inter-vehicle distance D _T cruise control is performed, the inter-vehicle distance D _LV, D _B is less than the target inter-vehicle distance D _T between the preceding vehicle 25 and adjacent two-wheeled vehicle 31 in the implementation of cruise control In this case, since switching to the follow-up control is performed, it is possible to realize appropriate travel control according to the travel conditions.

[5. Modified example]
Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention.
In the above embodiment, the magnitude of inclination θ _B of the adjacent two-wheeled vehicle 31 is used to determine the interruption of the adjacent two-wheeled vehicle 31. For example, the change rate Δθ _B of the inclination of the adjacent two-wheeled vehicle 31 is detected and the interruption threshold value is set. The inclination change rate Δθ _TH may be calculated to determine whether or not the inclination change rate Δθ _B of the adjacent two-wheeled vehicle 31 is larger than the threshold value Δθ _TH .

The inclination θ _B of the adjacent two-wheeled vehicle 31 is a line 2b in which the line connecting the lower end 33a of the rear wheel 33 of the adjacent two-wheeled vehicle 31 and the apex of the head (helmet) of the driver of the adjacent two-wheeled vehicle 31 is orthogonal to the road surface 2a. The angle may be shifted with respect to the angle.
In the above embodiment, when calculating the interrupt threshold θ _TH , the five-step map shown in FIG. 5 is used, but the vehicle speed V _B of the adjacent two-wheeled vehicle 31 and the radius of curvature R of the adjacent lane 1b are finely divided. Accordingly, more threshold levels may be set. The threshold value calculation method is not limited to a map. For example, the relationship between the vehicle speed V _B of the adjacent two-wheeled vehicle 31 and the inclination of the adjacent two-wheeled vehicle 31 is obtained in advance by experimentation, stored in the form of a formula, and calculated using this formula. May be. Moreover, in the said embodiment, the case where the adjacent lane 1b curves to the traveling lane 1a side, and the case where the adjacent lane 1b curves to the opposite side to the traveling lane 1a are set as different maps. However, you may use as a map which integrated these.

The curvature radius R may be obtained by recognizing the white line of the travel lane 1a by the camera 12 and estimating the curve from the degree of the curve of the white line. Since the vehicle width H is sufficiently smaller than the curvature radius R of the adjacent lane 1b, the interrupt threshold θ _TH may be calculated using the curvature radius R ′ of the traveling lane 1a instead of the curvature radius R of the adjacent lane 1b. Further, the curvature radius R may be omitted.
Moreover, in the said embodiment, although the radar 11 and the camera 12 were used as a front vehicle detection means, for example, you may install only a stereo camera without using the radar 11. Also, two cameras may be arranged in front of the host vehicle 10 to obtain the same information as the stereo camera. In this case, it is preferable that the installation location is not symmetrically provided but symmetrical with respect to the center in the vehicle width direction. Even when a stereo camera or two cameras are used, the distance in the front-rear direction can be detected. Note that one camera may be used as long as the distance can be detected by one camera.

  Further, the operation switch 20 may not be a switching type ON / OFF switch, and may be, for example, a push button type switch or a slide switch. In the above embodiment, the travel control is performed when the operation switch 20 is turned on by the driver. However, the travel control is automatically performed when a certain travel condition is satisfied. You may be comprised so that. The traveling condition at this time may be, for example, that manual operation (accelerator operation or brake operation) by the driver is not performed for a certain period of time while the host vehicle 10 is traveling.

  Further, the host vehicle 10 is not limited to an automobile, and may be a truck or a bus. Further, the vehicle may not be an engine-driven vehicle, and can be applied to a hybrid vehicle or an electric vehicle.

DESCRIPTION OF SYMBOLS 1a Traveling lane 1b Adjacent lane 2a Traveling road surface 10 Own vehicle 11 Radar (front vehicle detection means)
12 Camera (front vehicle detection means, tilt detection means)
13 Navigation Device 14 Vehicle Speed Sensor 15 ECU (Electronic Control Device)
15a Two-wheeled vehicle determination unit (two-wheeled vehicle determination means)
15b Interrupt threshold calculation unit (interrupt threshold calculation means)
15c Interrupt determination unit (interrupt determination means)
15d Vehicle speed control unit (vehicle speed control means)
16 Engine 17 Brake device 18a Front wheel (drive wheel)
18b Rear wheel 19 Steering wheel 20 Operation switch 21 Brake pedal 25 Preceding vehicle (front vehicle)
30 Adjacent front vehicle (front vehicle)
31 Adjacent motorcycles (motorcycles)
32 Car body 33 Rear wheel

Claims (5)

A front vehicle detecting means for detecting a vehicle ahead of the host vehicle, and the host vehicle and the preceding vehicle if the front vehicle detected by the front vehicle detecting means is a preceding vehicle traveling in the same traveling lane as the host vehicle. A vehicle speed control means for controlling the speed of the host vehicle so that the inter-vehicle distance becomes a target inter-vehicle distance; and a travel control device that controls the host vehicle to follow the preceding vehicle,
Motorcycle determination means for determining whether the forward vehicle detected by the forward vehicle detection means is a motorcycle traveling in an adjacent lane adjacent to the travel lane;
Inclination detecting means for detecting the inclination of the two-wheeled vehicle when the two-wheeled vehicle determining means determines that the preceding vehicle is the two-wheeled vehicle;
Interrupt determination means for determining whether or not the two-wheeled vehicle interrupts the travel lane by comparing the inclination of the two-wheeled vehicle with a predetermined threshold value,
If the two-wheeled vehicle is determined to interrupt the travel lane by the interrupt determination means, the vehicle speed control means determines the inter-vehicle distance between the host vehicle and the two-wheeled vehicle before the two-wheeled vehicle interrupts the same travel lane as the host vehicle. The vehicle control device controls the speed of the host vehicle so as to approach the target inter-vehicle distance. An interrupt threshold value calculation means for calculating the threshold value,
The interruption threshold value calculation means sets the threshold value to a smaller value as the speed of the motorcycle is higher,
2. The travel control device according to claim 1, wherein the interrupt determination unit determines that the two-wheeled vehicle interrupts the travel lane when the magnitude of the inclination of the two-wheeled vehicle is larger than the threshold value. The travel control device according to claim 2, wherein the interrupt threshold value calculation unit sets the threshold value to a smaller value as the curvature radius of the adjacent lane increases. If the preceding vehicle detection means detects both the preceding vehicle that travels in the same lane as the host vehicle and the two-wheeled vehicle that travels in the adjacent lane as the preceding vehicle, the closer to the host vehicle The travel control device according to any one of claims 1 to 3, wherein priority is given to the control of the preceding vehicle. The vehicle speed control means implements constant speed traveling control for traveling at a set reference speed when the preceding vehicle is not detected or when the inter-vehicle distance between the host vehicle and the preceding vehicle is equal to or greater than the target inter-vehicle distance. The switching to the follow-up control is performed when the inter-vehicle distance with the preceding vehicle becomes less than the target inter-vehicle distance during the constant speed traveling control. Travel control device.

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