JP2017128286A - Vehicular travelling control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular travelling control device that can accurately calculate a probability of interruption of a vehicle into an adjacent lane.SOLUTION: A vehicular travelling control device 100 comprises: detecting portions 10, 11a and 11b; a first target acceleration calculating portion 30; an interruption probability calculating portion 64; a second target acceleration calculating portion 71; a target acceleration arbitrating portion 72; and a travelling control portion 82. The detecting portions 10, 11a and 11b detect a vehicle to be followed which travels ahead of its own vehicle and a vehicle ahead which travels ahead of its own vehicle. The interruption probability calculating portion 64 calculates an interruption probability at which the vehicle ahead may interrupt between the own vehicle and the vehicle to be followed, on the basis of a position in a lateral direction of the vehicle ahead and relative speed in the lateral direction of the vehicle ahead. The second target acceleration calculating portion 71 calculates target acceleration for dealing with interruption according to the interruption probability so that an inter-vehicle distances between its own vehicle and the vehicle ahead is equal to a predetermined second set inter-vehicle distance.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicular travel control apparatus that performs inter-vehicle distance control.

  Conventionally, a vehicular travel control device that performs inter-vehicle distance control and constant speed travel control is known. The vehicle travel control device performs inter-vehicle distance control for controlling the vehicle speed of the host vehicle so that the set inter-vehicle distance is maintained with respect to the preceding vehicle when the preceding vehicle exists, and when the preceding vehicle does not exist, Constant speed running control is performed to maintain the vehicle speed at the set vehicle speed. In relation to such a vehicular travel control device, for example, a technique described in Patent Document 1 is known.

JP 2004-114906 A

  When the inter-vehicle distance control is performed on the preceding vehicle, it is preferable to perform the inter-vehicle distance control on the vehicle in the adjacent lane if the vehicle in the adjacent lane has a high probability of interrupting between the own vehicle and the preceding vehicle. For this reason, it is preferable to accurately calculate the interruption probability of the vehicle in the adjacent lane.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide a vehicular travel control apparatus that can accurately calculate the interrupt probability of a vehicle in an adjacent lane.

  In order to solve the above problems, a vehicle travel control apparatus according to an aspect of the present invention detects a tracking target vehicle that travels in front of the host vehicle and a front side vehicle that travels in front of the host vehicle. A detection unit, a first target acceleration calculation unit for calculating a target acceleration for tracking so that an inter-vehicle distance between the host vehicle and the tracking target vehicle is a predetermined first set inter-vehicle distance; An interrupt probability calculating unit that calculates an interrupt probability that the front side vehicle interrupts between the host vehicle and the tracking target vehicle based on a position in a direction and a lateral relative speed of the front side vehicle; A second target acceleration calculation unit for calculating a target acceleration for interrupt according to the interrupt probability so that an inter-vehicle distance between the host vehicle and the front side vehicle is a predetermined second set inter-vehicle distance; Acceleration and said A target acceleration arbitration unit that selects a smaller target acceleration for intercession as a target acceleration after arbitration, and controls the driving force and braking force of the host vehicle so that the acceleration of the host vehicle approaches the target acceleration after arbitration And a traveling control unit that performs.

  According to this aspect, by using the lateral relative speed of the front side vehicle, it is determined whether the front side vehicle is moving toward the lane edge and is not approaching the own lane or is approaching the own lane. it can. Therefore, the interruption probability of the front side vehicle can be accurately calculated.

  According to the present invention, it is possible to accurately calculate the interrupt probability of a vehicle in an adjacent lane.

1 is a block diagram of a vehicle travel control apparatus according to a first embodiment. It is a figure explaining the correction process which concerns on 1st Embodiment. It is a figure which shows an example of the relationship of the horizontal position of the front side vehicle which concerns on 1st Embodiment, a horizontal relative speed, and an interruption probability. It is a figure which shows an example of the 1st threshold value and 2nd threshold value which concern on 1st Embodiment. It is a figure which shows the time change of the instantaneous value of the interruption probability which concerns on 1st Embodiment, the interruption probability in which the first order lag filter process was performed, and the interruption determination result. It is a flowchart which shows the calculation process of the interruption determination result which concerns on 1st Embodiment. It is a figure explaining the correction process which concerns on 2nd Embodiment. It is a figure explaining the correction process which concerns on 3rd Embodiment.

(First embodiment)
FIG. 1 is a block diagram of a vehicle travel control apparatus 100 according to the first embodiment. The vehicle travel control apparatus 100 may be referred to as ACC (Adaptive Cruise Control).

  The vehicle travel control apparatus 100 includes a front radar sensor (detection unit) 10, front side radar sensors (detection units) 11a and 11b, an inter-vehicle control ECU (Electronic Control Unit) 20, a brake ECU 80, an engine ECU 81, A travel control unit 82 and an HMI (Human Machine Interface) output device 83 are provided.

  The front radar sensor 10 is arranged at the center of the front end portion of the vehicle such as a front bumper or a front grille of the vehicle, emits a millimeter wave at a predetermined angle around the front of the vehicle, and is reflected by a target existing in this range. Receive reflected waves.

  The front side radar sensors 11a and 11b are disposed, for example, offset left and right at the front end of the vehicle such as a front bumper or a front grill of the vehicle. The front side radar sensor 11a for the left side emits a millimeter wave at a predetermined angle around the left front of the vehicle, and receives a reflected wave reflected by a target existing in this range. The front side radar sensor 11b for the right side emits a millimeter wave at a predetermined angle centered on the right front side of the vehicle, and receives a reflected wave reflected by a target existing in this range.

  The front radar sensor 10 and the front side radar sensors 11a and 11b each detect the position and relative velocity of the target by analyzing the received reflected wave. Specifically, the front radar sensor 10 and the like detect the relative speed in the front-rear direction, the relative speed in the horizontal direction, the position in the front-rear direction, and the position in the horizontal direction with respect to the host vehicle. Thereby, the front radar sensor 10 and the front side radar sensors 11a and 11b can detect the tracking target vehicle that travels in front of the host vehicle and the front side vehicle that travels in front of the host vehicle. The tracking target vehicle is a vehicle in front of the own vehicle on the own lane, and is the vehicle closest to the own vehicle.

  The inter-vehicle control ECU 20 performs inter-vehicle distance control based on the detection results of the front radar sensor 10 and the front side radar sensors 11a and 11b. The inter-vehicle control ECU 20 includes a first target acceleration calculation unit 30, a surrounding environment detection unit 40, a host vehicle course estimation unit 50, an interrupt determination unit 60, and an acceleration arbitration unit 70.

  The first target acceleration calculation unit 30 determines that the inter-vehicle distance between the host vehicle and the tracking target vehicle is based on the relative speed in the front-rear direction of the tracking target vehicle detected by the front radar sensor 10 and the position in the front-rear direction. The tracking target acceleration is calculated so as to be the distance. Specifically, the first target acceleration calculation unit 30 follows the target acceleration for tracking based on the corrected relative speed in the front-rear direction of the vehicle to be followed, which will be described later, and the position in the front-rear direction of the vehicle to be tracked after correction. Is calculated. The target acceleration for tracking is a positive or negative value. The first set inter-vehicle distance is set by the driver. The first target acceleration calculation unit 30 calculates the target acceleration for constant speed travel so that the vehicle speed of the host vehicle becomes the set vehicle speed when there is no tracking target vehicle.

  The surrounding environment detection unit 40 detects the surrounding environment of the vehicle based on the detection results of the front radar sensor 10 and the front side radar sensors 11a and 11b. The surrounding environment detection unit 40 includes a moving object determination unit 41, an oncoming vehicle determination unit 42, and an identical object determination unit 43.

  The moving object determination unit 41 determines whether the target continues to move for a predetermined time or more based on the relative speed of the target. The oncoming vehicle determination unit 42 determines whether the target is an oncoming vehicle based on the relative speed of the target. The same object determination unit 43 determines whether the target detected by the front radar sensor 10 and the targets detected by the front side radar sensors 11a and 11b are the same, and if they are the same, integrates them. To do.

  The own vehicle route estimation unit 50 estimates the own vehicle route according to the road shape. The road shape can be extracted from map data used in a navigation system (not shown). The own vehicle course estimating unit 50 calculates the radius of curvature of the curved road with reference to the own vehicle from the own car course. Instead of the host vehicle course estimation unit 50, using a white line detection sensor that detects a pair of white lines indicating a lane in which the host vehicle is traveling by imaging a road, or a yaw rate sensor that detects the yaw rate of the host vehicle, The curvature radius of the curved road may be calculated.

  The interrupt determination unit 60 includes a correction unit 61, an interrupt position determination unit 62, an interrupt vehicle determination unit 63, an interrupt probability calculation unit 64, and an interrupt determination result calculation unit 65.

  Based on the radius of curvature calculated by the host vehicle course estimation unit 50, the correction unit 61 detects the relative speed in the front-rear direction and the lateral direction of the target including the tracking target vehicle and the front side vehicle detected by the front radar sensor 10 or the like. Correct the relative speed in the direction, the position in the horizontal direction and the position in the front-rear direction.

  FIG. 2 is a diagram for explaining correction processing according to the first embodiment. As shown in FIG. 2, the host vehicle Ca and the front side vehicle C <b> 1 are traveling on a curved road 200. It is assumed that the host vehicle Ca travels along the host vehicle route RO1 estimated by the host vehicle route estimation unit 50. The front side vehicle C1 is traveling in an adjacent lane adjacent to the lane of the host vehicle Ca.

  The left and right center of the front tip of the host vehicle Ca is the origin of the xy coordinate axis, and the front and right of the host vehicle Ca are positive. The position in the front-rear direction of the front side vehicle C1 is Y (m), and the position in the lateral direction of the front side vehicle C1 is X (m). The relative speed in the front-rear direction of the front side vehicle C1 is defined as Vy (m / s), and the relative speed in the lateral direction of the front side vehicle C1 is defined as Vx (m / s). The lateral position of the curve center with respect to the origin of the xy coordinate axis, that is, the curvature radius of the curved road 200 with reference to the host vehicle Ca is defined as R (m).

The correction unit 61 calculates the lateral position Llat (m) along the road of the front side vehicle C1 with respect to the host vehicle Ca as the corrected lateral position of the front side vehicle C1 by the following equation (1).

The correction unit 61 calculates the relative speed Vr (m / s) along the road of the front side vehicle C1 with respect to the host vehicle Ca as the corrected relative speed in the front-rear direction of the front side vehicle C1 by the following equation (2). To do.

The correction unit 61 calculates the lateral relative speed Vrlat (m / s) along the road of the front side vehicle C1 with respect to the host vehicle Ca as the corrected lateral relative speed of the front side vehicle C1 by the following formula (3 ).

The correction unit 61 is the distance in the road between the host vehicle Ca and the front side vehicle C1 as the corrected position in the front-rear direction of the front side vehicle C1, that is, the inter-vehicle distance between the corrected host vehicle Ca and the front side vehicle C1. L (m) is calculated by the following equation (4).

  The corrected relative velocity in the front-rear direction of the tracking target vehicle can also be calculated based on the equation (2), and the corrected position in the front-rear direction of the tracking target vehicle can also be calculated based on the equation (4).

  Returning to FIG. 1, the interrupt position determination unit 62 determines whether or not the interrupt position where the vehicle in the adjacent lane is expected to come in is ahead of the host vehicle.

  The interrupting vehicle determination unit 63 is based on the surrounding environment of the vehicle detected by the surrounding environment detection unit 40 and the determination result of the interruption position determination unit 62, and from the detected target, An oncoming vehicle, a vehicle whose interrupt position is behind the host vehicle, and a preceding vehicle are excluded, and the remaining target is a front side vehicle.

  When the inter-vehicle distance between the host vehicle before correction and the front side vehicle is equal to or less than a predetermined first set inter-vehicle distance and the inter-vehicle distance is equal to or less than a predetermined threshold, Then, it is determined as an expected interruption vehicle that is expected to be interrupted between the own vehicle and the vehicle to be followed. The inter-vehicle distance between the host vehicle before correction and the front side vehicle is equal to the position in the front-rear direction of the front side vehicle before correction. The threshold is set in advance based on the accuracy of the front radar sensor 10 and the front side radar sensors 11a and 11b. The interrupting vehicle determination unit 63 may always determine the front side vehicle as the predicted interruption vehicle without using such a determination condition.

  The interruption probability calculation unit 64 calculates an interruption probability that the front side vehicle, which is an expected interruption vehicle, interrupts between the own vehicle and the tracking target vehicle based on the lateral position and the lateral relative speed of the front side vehicle. It calculates periodically with a predetermined cycle. Specifically, the interrupt probability calculation unit 64 determines the interrupt probability according to the relationship of FIG. 3 based on the corrected lateral position of the front side vehicle and the corrected lateral relative speed of the front side vehicle. Is calculated. The interruption probability calculation unit 64 basically calculates the interruption probability higher as the corrected lateral position of the front side vehicle is closer, and as the corrected lateral relative speed of the front side vehicle is higher, High interrupt probability is calculated. By using the corrected lateral position of the front side vehicle and the corrected lateral relative speed of the front side vehicle, a more accurate interruption can be achieved even while traveling on a curved road 200 having a relatively small radius of curvature. Probability can be obtained.

  FIG. 3 is a diagram illustrating an example of the relationship between the lateral position of the corrected front side vehicle according to the first embodiment, the lateral relative speed of the corrected front side vehicle, and the interrupt probability. . As shown in FIG. 3, when the corrected lateral position of the front side vehicle is relatively close, the interrupt probability is 100% regardless of the corrected lateral lateral speed of the front side vehicle. When the corrected lateral position of the front side vehicle is relatively far, the interrupt probability is 0% regardless of the corrected lateral relative speed of the front side vehicle. When the corrected lateral lateral speed of the front side vehicle is negative, that is, when the corrected lateral position of the front side vehicle is relatively close even when the front side vehicle moves away from the host vehicle The interrupt probability is not 0%. As a result, even when the front side vehicle is staggered from side to side, an appropriate interrupt probability can be calculated.

  Returning to FIG. 1, the interrupt determination result calculation unit 65 performs a first-order lag filter process on the calculated interrupt probability, and calculates an interrupt determination result from the interrupt probability obtained by the first-order lag filter process. The time constant of the first-order lag filtering process may be set as appropriate through experiments or the like so as to eliminate fluctuations in interrupt probability and sudden changes. The interrupt determination result is expressed as a probability, and is, for example, 0% (no probability), 50% (medium probability), or 100% (high probability). The interrupt determination result may be either 0% or 100%, or any of four or more values.

  There is no particular limitation on the method of calculating the interrupt determination result from the interrupt probability in which the first-order lag filter processing has been performed. For example, when the first threshold value and the second threshold value are set, and the interrupt probability for which the first-order lag filter processing has been performed is less than the first threshold value, the interrupt determination result is 0%, and the first threshold value and the second threshold value are less than the second threshold value The interrupt determination result may be set to 50%, and the interrupt determination result may be set to 100% when the second threshold value is exceeded.

  Further, the interrupt determination result calculation unit 65 changes the first threshold value and the second threshold value according to the immediately previous interrupt determination result to provide hysteresis. As a result, even if the interrupt probability for which the first-order lag filter processing has been performed fluctuates small in the vicinity of the first threshold value or the second threshold value, it is possible to prevent the interrupt determination result from changing.

  FIG. 4 is a diagram illustrating an example of the first threshold and the second threshold according to the first embodiment. When the immediately preceding interrupt determination result is 0%, that is, when there is no interrupt, the first threshold is 50% and the second threshold is 70%. When the immediately preceding interruption determination result is 50%, that is, interruption determination (acceleration suppression), the first threshold is 40% and the second threshold is 70%. When the immediately preceding interruption determination result is 100%, that is, the interruption determination (braking permission), the first threshold is 40% and the second threshold is 60%.

  FIG. 5 is a diagram showing temporal changes in the instantaneous value 110 of the interrupt probability according to the first embodiment, the interrupt probability 111 in which the first-order lag filtering process is performed, and the interrupt determination result 112. As described above, fluctuations and sudden changes in the interrupt probability are eliminated by the first-order lag filtering process and hysteresis.

Returning to FIG. 1, the acceleration mediation unit 70 includes a second target acceleration calculation unit 71 and a target acceleration mediation unit 72. When the interrupt determination result is equal to or greater than a predetermined value, the second target acceleration calculation unit 71 determines whether the vehicle and the front side are based on the front-rear vehicle relative speed and the front-rear direction position detected by the front radar sensor 10 or the like. The target acceleration for interruption is calculated according to the interruption determination result so that the inter-vehicle distance with the direction vehicle becomes a predetermined second set inter-vehicle distance. Specifically, the second target acceleration calculation unit 71 calculates the target acceleration for interrupt based on the corrected front-rear relative speed of the front side vehicle and the corrected front-rear position of the front side vehicle. To do. Accordingly, the inter-vehicle distance control can be performed more accurately even while traveling on the curved road 200 having a relatively small radius of curvature. The target acceleration for interrupt handling is a positive or negative value.
When the interruption determination result is less than the predetermined value, the second target acceleration calculation unit 71 does not calculate the target acceleration for interruption.

  For example, the predetermined value may be 50%, which is a value corresponding to the medium probability. When the interruption determination result is 50%, acceleration suppression is indicated, and the second target acceleration calculation unit 71 calculates the target acceleration for interruption within a range obtained by closing the throttle. When the interruption determination result is 100%, it represents braking permission, and the second target acceleration calculation unit 71 calculates the target acceleration for interruption within a range obtained by closing the throttle and applying the brake. Thereby, when the interruption determination result is 50%, the deceleration is smaller than when the interruption determination result is 100%. Therefore, when the interruption determination result is 50%, it is difficult to decelerate rapidly, so that the driver's uncomfortable feeling can be suppressed.

  The second set inter-vehicle distance may be set by a driver or may be determined in advance. The second set inter-vehicle distance may be equal to or different from the first set inter-vehicle distance.

  The target acceleration arbitration unit 72 selects a smaller one of the tracking target acceleration and the interrupt-response target acceleration as the post-arbitration target acceleration.

  The brake ECU 80 and the engine ECU 81 control the travel control unit 82 based on the post-arbitration target acceleration. The traveling control unit 82 controls the driving force and the braking force of the host vehicle so that the acceleration of the host vehicle approaches the target acceleration after the arbitration.

  The HMI output device 83 is provided in the passenger compartment, and notifies the driver by display or voice when the interrupt determination result is 50% or 100%.

  FIG. 6 is a flowchart showing the calculation processing of the interrupt determination result according to the first embodiment. The processing in FIG. 6 is periodically performed at a predetermined cycle. First, it is determined whether the front radar sensor 10 or the front side radar sensors 11a and 11b have updated the target (S1). If not updated (N in S1), the current process is terminated. When the target is updated (Y in S1), the correction unit 61 corrects the lateral position of the front side vehicle, the lateral relative speed, and the like (S2).

  Next, the interrupt probability calculation unit 64 calculates an interrupt probability based on the correction result (S3). Next, the interrupt determination result calculation unit 65 performs a first-order lag filter process on the calculated interrupt probability (S4). Next, the interrupt determination result calculation unit 65 calculates the interrupt determination result from the previous interrupt determination result and the interrupt probability that the first-order lag filter processing has been performed (S5).

Thus, according to the present embodiment, the interrupt probability is calculated based on the lateral position of the front side vehicle and the relative speed in the lateral direction of the front side vehicle. By using the relative speed in the lateral direction of the front side vehicle, it can be determined whether the front side vehicle is moving toward the lane edge and is not approaching the own lane or approaching the own lane. Therefore, the interruption probability of the front side vehicle can be accurately calculated.
In addition, fluctuations in interrupt probability and sudden changes can be eliminated by the first-order lag filter processing and hysteresis. Thereby, erroneous determination can be suppressed.

  Further, the lateral position and lateral relative speed of the front side vehicle are corrected based on the curvature radius of the curved road. As a result, a more accurate interruption probability can be obtained even while traveling on a curved road having a relatively small radius of curvature.

(Second Embodiment)
In the second embodiment, the reference point for calculating the lateral position R of the center of the curve is different from that of the first embodiment. Below, it demonstrates centering around difference with 1st Embodiment.

  FIG. 7 is a diagram for explaining correction processing according to the second embodiment. As shown in FIG. 2, the lateral position R of the center of the curve is calculated with the rear wheel axis of the host vehicle Ca as a reference point. Let the position of the center of the rear wheel axis be ΔY (m).

The correction unit 61 calculates the lateral position Llat (m) along the road of the front side vehicle C1 with respect to the host vehicle Ca by the following equation (5).

The correction unit 61 calculates the relative speed Vr (m / s) along the road of the front side vehicle C1 with respect to the host vehicle Ca by the following equation (6).

The correction unit 61 calculates a lateral relative speed Vrlat (m / s) along the road of the front side vehicle C1 with respect to the host vehicle Ca by the following equation (7).

The correction unit 61 calculates the distance L (m) along the road between the host vehicle Ca and the front side vehicle C1 using the following equation (8).

  Thus, even when the lateral position R of the center of the curve is calculated using the rear wheel axis of the host vehicle Ca as a reference point, the lateral position Llat along the road can be appropriately calculated. Therefore, the same effect as the first embodiment can be obtained.

(Third embodiment)
In the third embodiment, the correcting unit 61 calculates the lateral position Llat along the road based on the own vehicle route estimated by the own vehicle route estimating unit 50 without using the radius of curvature. Below, it demonstrates centering around difference with 1st Embodiment.

  FIG. 8 is a diagram for explaining correction processing according to the third embodiment. As shown in FIG. 8, the host vehicle Ca is assumed to travel along the host vehicle route RO1 estimated by the host vehicle route estimation unit 50. The host vehicle route RO1 is estimated according to the road shape as described in the first embodiment. The road shape is not shown. The own vehicle route RO1 is a broken line passing through a plurality of own vehicle route prediction points P0, P1, P2,. The own vehicle course predicted point P0 is the origin of the xy coordinate axes. The position in the front-rear direction of the i-th own vehicle course predicted point Pi is defined as Yi (m), and the lateral position of the i-th own vehicle course predicted point Pi is defined as Xi (m). Let the self-vehicle course predicted point closest to the front end of the front side vehicle C1 be Pn. In the illustrated example, n = 4.

The correcting unit 61 calculates the lateral position Llat (m) along the road of the front side vehicle C1 with respect to the host vehicle Ca by the following equation (9).

The correcting unit 61 calculates a relative speed Vr (m / s) along the road of the front side vehicle C1 with respect to the host vehicle Ca by the following equation (10).

The correcting unit 61 calculates a lateral relative speed Vrlat (m / s) along the road of the front side vehicle C1 with respect to the host vehicle Ca by the following equation (11).

The correction unit 61 calculates the distance L (m) along the road between the host vehicle Ca and the front side vehicle C1 using the following equation (12). This distance L is a distance from the position X, Y to the x-axis along the own-vehicle route RO1, assuming that the own-vehicle route RO1 is translated in the x-axis direction to a position passing through the positions X, Y. .

  As described above, the lateral position Llat along the road can be appropriately calculated even when the broken line own vehicle route RO1 estimated by the own vehicle route estimation unit 50 is used without using the curvature radius. Therefore, the same effect as the first embodiment can be obtained.

The present invention has been described based on the embodiments. The embodiments are exemplifications, and it will be understood by those skilled in the art that various modifications can be made to combinations of the respective constituent elements and processing processes, and such modifications are within the scope of the present invention. .
For example, when it is not necessary to improve the accuracy of control when traveling on a curved road having a relatively small radius of curvature, the host vehicle course estimation unit 50 and the correction unit 61 may not be provided in the first embodiment. Thereby, the process of the inter-vehicle control ECU 20 can be simplified.

DESCRIPTION OF SYMBOLS 10 ... Front radar sensor (detection part), 11a, 11b ... Front side radar sensor (detection part), 30 ... 1st target acceleration calculation part, 64 ... Interruption probability calculation part, 70 ... Acceleration arbitration part, 71 ... 2nd target Acceleration calculator, 72... Target acceleration mediator, 82... Travel controller, 100.

Claims (1)

A detection unit for detecting a tracking target vehicle that travels in front of the host vehicle and a front side vehicle that travels in front of the host vehicle;
A first target acceleration calculation unit that calculates a target acceleration for tracking so that an inter-vehicle distance between the host vehicle and the tracking target vehicle is a predetermined first set inter-vehicle distance;
Based on the lateral position of the front side vehicle and the lateral relative speed of the front side vehicle, an interrupt that calculates an interrupt probability that the front side vehicle interrupts between the host vehicle and the tracking target vehicle A probability calculator,
A second target acceleration calculation unit that calculates an interrupt-response target acceleration according to the interrupt probability so that an inter-vehicle distance between the host vehicle and the front side vehicle is a predetermined second set inter-vehicle distance;
A target acceleration mediation unit that selects a smaller one of the target acceleration for tracking and the target acceleration for interrupt as a target acceleration after mediation; and
A travel control unit that controls the driving force and braking force of the host vehicle so that the acceleration of the host vehicle approaches the target acceleration after the arbitration;
A vehicle travel control device comprising:

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