JP2019089549A - Travel control device for vehicle - Google Patents

Abstract

To provide a travel control device of a vehicle which appropriately sets a target course by considering a driver's reaction delay and performs control securing sufficient safety in the case that reaction delay of driver's correction operation is predicted when it is determined by an automatic driving state that the automatic driving state has not occurred.SOLUTION: In the case that reaction delay of a driver's correction operation is predicted when it is determined by an automatic driving state that the automatic driving state has not occurred, off-set correction of a target course is performed in a preset correction amount in a curve inside direction of the target course is performed, and automatic driving control is performed at a target vehicle speed Vt and a target steering angle θHt in accordance with the corrected target course.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a travel control device for a vehicle that recognizes travel environment, detects travel information of a host vehicle, and performs automatic driving control.

  In recent years, various types of vehicles have been developed and proposed using automatic driving technology so that driving of a driver can be performed more comfortably and safely. For example, JP-A-2014-133477 (hereinafter referred to as Patent Document 1) is a travel support device that controls a host vehicle to travel along a target lane by setting a target lane from a captured image in front of the host vehicle. When the self-vehicle's runway includes one curved road, the driver's margin is reduced when the degree of confidence, which is information indicating the degree of lane recognition based on the captured image, is reduced and the automatic driving is canceled. In order to be able to take over and take over steering, there is disclosed a technology of a travel support device that adds an offset to a target travel path so that the host vehicle travels inward of a curved road.

JP, 2014-133477, A

  By the way, as disclosed in the technology of the travel support device of Patent Document 1 described above, when the target course is offset-corrected so as to travel the inward of the curved road based on the degree of confidence of lane recognition, correction is made. It is known that switching back to correct the turning trajectory to the outside is ergonomically difficult when assuming driver steering afterward. As described above, in order to make a correction on the inward side of a curved road, not only the information collected by the driving support device but also the safety is sufficient if the correction is not made in consideration of such a reaction delay of the driver. There is a risk that can not be secured.

  The present invention has been made in view of the above circumstances, and in the case where it is predicted that the automatic operation state is not the automatic operation state, the reaction delay of the driver's correction operation can be expected. It is an object of the present invention to provide a travel control device for a vehicle in which control is performed with the target course set and safety sufficiently secured.

  One aspect of the travel control device of a vehicle according to the present invention includes travel environment information acquisition means for acquiring travel environment information in which the host vehicle travels, and travel information detection means for detecting travel information of the host vehicle, and the travel In a travel control device of a vehicle that executes automatic driving control based on environment information and travel information of the host vehicle, a driver state detection unit that detects a state of a driver, and a state of the driver detected by the driver state detection unit It is checked whether the reaction delay of the correction operation by the driver is expected, and if the reaction delay is expected, the target route is offset-corrected by a preset correction amount in the curve inward direction of the target route. And a target track correction means for setting a target vehicle speed and a target steering angle according to the corrected target track.

  According to the travel control device for a vehicle according to the present invention, when the reaction delay of the driver's correction operation is expected when it is determined that the automatic driving state is not the automatic driving state, the reaction delay of the driver is taken into consideration appropriately. This achieves an excellent effect of setting a target route and performing control with sufficient safety.

BRIEF DESCRIPTION OF THE DRAWINGS It is a whole block diagram of the traveling control apparatus of the vehicle by one embodiment of this invention. 5 is a flowchart of automatic driving control according to an embodiment of the present invention. FIG. 6 is an illustration of a corrected target track according to an embodiment of the present invention. It is explanatory drawing of calculation of a target gaze point by one embodiment of this invention.

  Hereinafter, embodiments of the present invention will be described based on the drawings.

  In FIG. 1, reference numeral 1 denotes a travel control device of a vehicle. In the travel control device 1, a travel control unit 10 includes a surrounding environment recognition device 11, a driver state detection device 12, a travel parameter detection device 13, and a self vehicle. Position information detection device 14, inter-vehicle communication device 15, road traffic information communication device 16, each input device of switch group 17, engine control device 21, brake control device 22, steering control device 23, display device 24, speaker and buzzer Twenty-five output devices are connected.

  The surrounding environment recognition device 11 is a camera device (a stereo camera, a monocular camera, a color camera, etc.) provided with a solid-state image pickup element etc. provided in a vehicle interior that captures the outside environment of the vehicle and acquires image information The radar apparatus (laser radar, millimeter wave radar, etc.) for receiving a reflected wave from a three-dimensional object present in the above, a sonar, etc. (not shown).

  The surrounding environment recognition device 11 performs, for example, well-known grouping processing on distance information based on image information captured by a camera device, and sets three-dimensional road shape in which the distance information subjected to grouping processing is set in advance. Lane division data, guardrails that exist along the road, side wall data such as curbs, and three-dimensional objects such as vehicles (preceding vehicles, oncoming vehicles, parallel vehicles, parked vehicles) Data and the like relative position (distance, angle) from the vehicle are extracted together with the speed.

  In addition, the surrounding environment recognition device 11 detects the position (distance, angle) of the reflected three-dimensional object together with the velocity based on the reflected wave information acquired by the radar device. In the present embodiment, the maximum distance (the distance to a three-dimensional object, the farthest distance of the lane markings) that can be recognized by the surrounding environment recognition device 11 is considered as the visibility. As described above, the surrounding environment recognition device 11 is provided as a traveling environment information acquisition unit.

  The driver state detection device 12 detects the behavior of the driver's visual field with a visual field camera, an infrared lamp or the like provided in the vehicle compartment as disclosed in, for example, Japanese Patent Application Laid-Open No. 2006-318049. The driver's gaze or face direction is outside the setting range, and it is determined whether or not the driver is in a look-ahead driving state and output to the travel control unit 10.

  In addition, the driver state detection device 12 detects the steering wheel operation (steering angle) as disclosed in the above-described field-of-view camera, infrared lamp, or the like or disclosed in JP 2012-233498 Is detected and output to the traveling control unit 10.

  Furthermore, the driver state detection device 12 detects the heart rate, pulse waveform, blood pressure, sweating state, body temperature, etc. of the driver with a living body sensor as disclosed in Japanese Patent Application Laid-Open No. 2002-104013, and the detected values For example, the driver's personal time history data average value is compared, and it is determined whether or not the driver's physical condition is abnormal by determining whether it is within a certain range, and output to the traveling control unit 10.

  As described above, in the present embodiment, the driver state detection device 12 is provided as a driver state detection unit.

  The travel parameter detection device 13 detects travel information of the host vehicle, specifically, vehicle speed V, steering torque Tdrv, steering angle θH, yaw rate γ, accelerator opening degree, throttle opening degree, road surface slope of traveling road surface, road surface friction Detect coefficient estimates and the like. In addition, the traveling parameter detection device 13 calculates the power supply system of the host vehicle, that is, the reduction state of the power supply voltage, the reduction state of the state of charge (SOC) of the battery, the frequency of communication error, etc. It outputs to the traveling control unit 10. Thus, the traveling parameter detection device 13 is provided with the function of the traveling information detection means.

  The vehicle position information detection device 14 is, for example, a known navigation system. This navigation system receives, for example, a radio wave transmitted from a GPS (Global Positioning System) satellite, detects the current position based on the radio wave information, and detects a flash memory or a CD (Compact Disc). , The vehicle position is specified on map data stored in advance in a DVD (Digital Versatile Disc), a Blu-ray (Blu-ray (registered trademark)) disc, an HDD (Hard disk drive) or the like.

  The prestored map data includes road data and facility data. Road data includes link position information and type information, node position information and type information, and information on the connection relationship between nodes and links, that is, branch of the road, junction point information, maximum vehicle speed information on the branch, etc. It contains. The facility data has a plurality of records for each facility, and each record includes name information of the target facility, location information, facility type (department store, store, restaurant, parking lot, park, at the time of breakdown of the vehicle) It has the data which shows the information of repair base separately. Then, the vehicle position on the map position is displayed, and when the destination is input by the operator, the route from the departure place to the destination is calculated in a predetermined manner, and displayed on the display device 24 such as a display or monitor. Also, the speaker / buzzer 25 can be guided by voice and guided. As described above, the vehicle position information detection device 14 is provided as a travel environment information acquisition unit.

  The inter-vehicle communication device 15 is, for example, a narrow-area wireless communication device having a communication area of about 100 [m] such as a wireless LAN, and directly communicates with other vehicles without a server or the like to transmit and receive information. It is possible to do. And vehicle information, travel information, traffic environment information, etc. are exchanged by mutual communication with other vehicles. As the vehicle information, there is unique information indicating a vehicle type (in the present embodiment, a type such as a passenger car, a truck, a two-wheeled vehicle, etc.). The traveling information includes vehicle speed, position information, lighting information of the brake lamp, blinking information of the direction indicator transmitted at the time of turning to the left and right, and blinking information of the hazard lamp blinking at the time of emergency stop. Furthermore, the traffic environment information includes information that changes depending on the conditions such as traffic congestion information on roads and construction information. Thus, the inter-vehicle communication device 15 is provided as travel environment information acquisition means.

  The road traffic information communication device 16 is a so-called road traffic information communication system (VICS: Vehicle Information and Communication System: registered trademark), and from traffic broadcasts on FM multiplex and transmitters on the road, traffic congestion, accidents, construction, required time, parking The road traffic information in the parking lot is received in real time, and the received traffic information is displayed on the previously stored map data. As described above, the road traffic information communication device 16 is provided as a travel environment information acquisition unit.

  The switch group 17 is a switch group related to the driving assistance control of the driver, for example, a switch for performing travel control at a constant speed whose speed is preset, or an inter-vehicle distance to the preceding vehicle and an inter-vehicle time Switch for keeping track at keeping constant value, Switch for lane keeping control to keep running lane on set lane, switch for lane departure prevention control to run departure prevention control from running lane, Lead An overtaking control execution permission switch for executing overtaking control of a car (overtaking target vehicle), a switch for executing automatic operation control for cooperatively performing all of these controls, a vehicle speed necessary for each control, an inter-vehicle distance, an inter-vehicle It is comprised from the switch which sets time, a speed limit, etc., or the switch etc. which cancel these each control.

  The engine control device 21 uses, for example, a fuel for a vehicle engine (not shown) based on intake air amount, throttle opening, engine water temperature, intake air temperature, oxygen concentration, crank angle, accelerator opening, and other vehicle information. It is a known control unit that performs main control such as injection control, ignition timing control, and control of an electronically controlled throttle valve.

  The brake control device 22 makes the four-wheel brake device (not shown) independent of the driver's brake operation based on, for example, the brake switch, the wheel speed of the four wheels, the steering angle θH, the yaw rate γ, and other vehicle information. It is a well-known control unit that performs yaw moment control (yaw brake control) for applying a yaw moment to a vehicle such as a well-known antilock brake system (Antilock Brake System) and side slip prevention control. Then, when the braking force of each wheel is input from the traveling control unit 10, the brake control device 22 calculates the brake fluid pressure of each wheel based on the braking force, and the brake driving unit (not shown) )). Thus, the brake control device 22 has a control function of controlling the yaw motion of the host vehicle. Further, the brake control device 22 detects an abnormality of the brake system including the hydraulic unit, the brake booster, and the like, and the brake control device 22 itself, and the traveling control unit 10 causes the occurrence of these abnormal states. Is monitored.

  The steering control device 23 controls the assist torque by an electric power steering motor (not shown) provided in the steering system of the vehicle based on, for example, vehicle speed, steering torque, steering angle, yaw rate, and other vehicle information. It is a control device. In addition, the steering control device 23 is capable of lane keeping control for maintaining the above-mentioned traveling lane at the set lane and performing travel control, and lane departure prevention control for performing departure prevention control from the traveling lane. A steering angle (target steering angle θHt) required for lane departure prevention control or a steering torque is calculated by the traveling control unit 10 and input to the steering control device 23, and the electric power steering is performed according to the input control amount. The motor is driven and controlled. Further, the steering control device 23 detects an abnormality such as a steering system including a steering mechanism, a steering torque sensor, a steering angle sensor, etc. The occurrence of these abnormal states is monitored by the traveling control unit 10. There is. Note that the steering control device 23 is a protection state that temporarily operates to protect a drive circuit of a power steering motor, a motor resolver, etc. (for example, a current cut due to an overload, etc.) other than an obvious abnormality of the steering mechanism itself. ) Is also detected as abnormal.

  The display device 24 is a device that provides visual warning and notification to a driver such as, for example, a monitor, a display, and an alarm lamp. In addition, the speaker / buzzer 25 is a device that performs audible warning and notification to the driver. The display device 24 and the speaker / buzzer 25 appropriately issue an alarm to the driver when an abnormality occurs in various devices of the vehicle.

  Then, the traveling control unit 10 performs collision prevention control with an obstacle or the like, constant speed traveling control, follow-up traveling control, lane keeping control, lane departure prevention control based on each input signal from each of the above-described devices 11-16. And other overtaking control etc. are coordinated and automatic operation control etc. are executed. In this automatic driving control, when a response delay of the driver's correction operation is predicted by a signal from the driver state detection device 12, the driver's response delay is made in advance in the curve inward direction of the target route. The target vehicle speed Vt and the target steering angle θHt are set according to the corrected target route in order to delay lane departure, and the target vehicle speed Vt and the target steering angle θHt are set. And execute automatic operation control. As described above, the traveling control unit 10 is provided with a function as a target path correction unit.

  Next, the automatic driving control executed by the traveling control unit 10 will be described with reference to the flowchart of FIG.

  First, in step (hereinafter abbreviated as "S") 101, it is determined whether or not the automatic operation control is being performed in the automatic operation state. If the automatic operation control is not performed, the program is exited. The process proceeds to S102, and the traveling control unit 10 acquires information on the steering system, the braking system, the power supply system, and the communication system.

  Specifically, the information of the yaw motion control system for performing yaw moment control (yaw brake control) for applying a yaw moment to the vehicle is read from the brake control device 22, and the drive control circuit of the power steering motor or Reads information of motor resolver etc. Also, the power supply voltage, battery SOC, frequency of communication error, etc. are read from the traveling parameter detection device 13, and if the power supply voltage is lower than a preset threshold, the battery SOC is preset. If it is lower than the stored threshold, the frequency of the communication error is higher than a predetermined value, and it is read whether or not the yaw motion control system is expected to have an abnormality.

  Next, in S103, it is determined whether an abnormality in steering angle control or yaw moment control (yaw brake control) is expected. If an abnormality in the yaw motion control system is not expected, the process proceeds to S104.

  In S104, the driver state detection device 12 detects the driver state (the driver's look-ahead driving state, the driver's awakening degree reduction state, the driver's physical condition abnormality state).

  Then, the process proceeds to S105, and when it is determined that the driver is in the side-by-side driving state or the state in which the driver's awakening degree is reduced, or the driver's physical condition is abnormal and not in the automatic driving state. It is determined whether the reaction delay of the driver's correction operation is expected.

  As a result of the determination in S105, the driver is not in a look-ahead driving state, the arousal level is not reduced, and an abnormality in the driver's physical condition is not detected, and a delay in the driver's correction operation is not expected. In step S106, normal automatic driving control (steering / speed control along the target route) is executed, and the program is exited.

  In this normal automatic driving control, for example, when traveling on a target route with a turning radius R (an example of a curve center line as shown in FIG. 3), the target steering angle θHt is calculated by the following equation (1) The target steering angle θHt is output to the steering control device 23, and steering control along the target path is executed.

θ Ht = (1 + A · V ² ) · (l / R) · n (1)
Here, l is a wheel base, n is a steering gear ratio, and A is a stability factor (vehicle characteristic value).

  Further, the target vehicle speed Vt set by the automatic driving control is the information from the surrounding environment recognition device 11, the vehicle position information detection device 14, the inter-vehicle communication device 15, the road traffic information communication device 16 etc. The target vehicle speed Vt is set to the smaller one of the speed limit of the road acquired by map information, road condition communication information, etc. and the target vehicle speed set in advance by the driver.

  On the other hand, when an abnormality in steering angle control or yaw moment control (yaw brake control) is predicted in S103, or in S105 described above, the driver is in a look-ahead driving state or the driver's awakening degree is lowered. If the condition or the driver's physical condition is abnormal and the response delay of the driver's correction operation is expected, the process proceeds to S107.

  In S107, acquisition of information on the prohibition condition of the target course correction (correction for offsetting the target course in the curve inward direction of the target course by the correction amount which is set in anticipation of the reaction delay of the driver in advance) is executed.

  Specifically, based on image information and the like from the surrounding environment recognition device 11, whether or not a roadside obstacle or guardrail exists inside the curve of the target route, and whether or not an oncoming vehicle exists inside the curve, Information is acquired whether the parallel running vehicle exists, and whether the forward fixation point described later of the driver can be recognized by the image information of the surrounding environment recognition device 11 (can the front of the target course be recognized)? .

  The above-mentioned forward fixation point is a point in front of a target route set in advance. For example, assuming that the vehicle travels straight ahead and is a distance point reached after time t1 (preset value), (V · t1) forward Point of distance. Further, as shown in FIG. 4, when the forward fixation point is calculated on the xy coordinates in consideration of the traveling path of the host vehicle, it is calculated as follows.

  That is, assuming that the current vehicle position P0 (x0, y0), the yaw angle is Ψ, and the yaw rate is (d Ψ / dt), the forward fixation point P1 (x1, y1) reached after time t1 is ) And the coordinates of equation (3). The vehicle speed V and the yaw rate (d と / dt) are assumed to be constant until time t1.

x1 = x0 + ∫ (V · cos (Ψ + (dΨ / dt) · t)) dt
(However, the integration range is 0 to t1)
= X0 + (V / (d Ψ / dt)) · (cos (Ψ) · sin ((d Ψ / dt)
T1) + sin (Ψ) (cos ((dΨ / dt) t1) -1))
= X0 + (V / (d Ψ / dt)) · (sin (Ψ + (d Ψ / dt) · t1)
-Sin (Ψ) · · · (2)
y1 = y0 + ∫ (V · sin (Ψ + (dΨ / dt) · t)) dt
(However, the integration range is 0 to t1)
= Y0 + (V / (d Ψ / dt)) · (sin (Ψ) · sin ((d Ψ / dt)
· T1)-cos (Ψ) · (cos ((d Ψ / dt) · t1)-1))
= Y0-(V / (d Ψ / dt)) · (cos (Ψ + (d Ψ / dt) · t1)
-Cos (Ψ) · · · (3)
Next, in S108, it is determined whether there is a roadside obstacle or guardrail present inside the curve on the target route, an oncoming vehicle present on the inside of the curve, a parallel vehicle present state, and a recognition state of the front fixation point.

  As a result of the determination in S108, a roadside obstacle or a guardrail is present inside the curve of the target route, an oncoming vehicle is present on the inside of the curve, a parallel running vehicle is present, or the forward fixation point is the surrounding environment. If it is determined that the image information of the recognition device 11 can not be recognized, target course correction (correction for offsetting the target course inward of the curve of the target course by a correction amount set in advance by predicting the reaction delay of the driver) ) And execute the above-mentioned normal automatic operation control of S106.

  In addition, roadside obstacles and guardrails do not exist inside the curve of the target route, and there are no oncoming vehicles inside the curve, and no parallel cars exist, and the front gaze point is the surrounding environment recognition device If it is determined that the image information can be recognized based on the 11 image information or the like, the process proceeds to S109 to execute the target path correction.

  In S109, a target track correction turning radius r of target track correction (correction in which the target track is offset by a correction amount set in advance by predicting the reaction delay of the driver in the inward curve direction of the target track) is obtained. The target course correction turning radius r is calculated, for example, by the following equation (4).

r = R-((Wr-Wb) / 2) + di (4)
Here, as shown in FIG. 3, R is the turning radius when the curve center line of the traveling lane is the target route, Wr is the lane width, Wb is the full vehicle width, and di is the vehicle body (left side in the example of FIG. 3) The offset correction amount (R-r) is a distance (a value set in advance) from the vehicle to a lane line inside the curve, and the offset correction amount (R-r) is based on the distance di which is set in advance. And set based on
(R-r) = ((Wr-Wb) / 2) -di
Note that do in FIG. 3 is the distance from the vehicle body (right side in the example of FIG. 3) to the lane marking outside the curve, and in the lane of FIG. 3, the relationship of Wr = Wb + di + do.

  Next, the process proceeds to S110, where the target vehicle speed Vt traveling along the above-described target course correction turning radius r is calculated, for example, by the following equation (8).

  Here, equation (8) for calculating the target vehicle speed Vt will be described.

  First, with respect to the deviation from the curve in the tangential direction, the following equation (5) is established.

d = (1/2) (d ² y / dt ² ) 0 · t ² (5)
Here, d is the amount of swelling outward from the target track, (d ² y / dt ² ) 0 is the original turning lateral acceleration, and t is the elapsed time.

  In the lane Wr = Wb + di + do as shown in FIG. 3, assuming that the time until the vehicle deviates from the lane is ts (predetermined value), it is assumed in advance that the above-mentioned do The elapsed time t is ts, and this ts is a preset time which is estimated not to deviate from the current traveling lane even if the vehicle continues traveling in the current traveling lane in the tangential direction of the curve (in automatic driving control When the reaction delay of the correction operation of the driver is expected, the following equation (6) is obtained as the time set in advance by experiment, calculation, etc. in consideration of the reaction delay of the driver.

Wr−Wb−di = (1/2) · (d ² y / dt ² ) 0 · ts ² (6)
If this equation (6) is solved for (d ² y / dt ² ) 0,
(D ² y / dt ² ) 0 = 2 · (Wr−Wb−di) / ts ²
= Vt ² / r (7)
Therefore, according to this equation (7), Vt = (r · (d ² y / dt ² ) 0) ^1/2 ,
Vt = ((R-((Wr-Wb) / 2) + di)
· (2 · (Wr-Wb-di) / ts ² ) ^1/2 (8)
Then, based on the target vehicle speed Vt, the necessary acceleration / deceleration is calculated by comparing it with the current vehicle speed V, and is outputted to the engine control device 21 and the brake control device 22 to execute speed control. As described in S106, the target vehicle speed Vt is the information from the surrounding environment recognition device 11, the vehicle position information detection device 14, the inter-vehicle communication device 15, the road traffic information communication device 16 etc. The road speed limit obtained by map information, road condition communication information, etc.) and the target vehicle speed set by the driver in advance are limited by the smaller value.

  Next, in S111, the target steering angle θHt is calculated according to the following equation (9), for example, similar to the above equation (1), and the target steering angle θHt is output to the steering control device 23 Execute steering control along the

θ Ht = (1 + A · V ² ) · (l / r) · n (9)
As described above, according to the embodiment of the present invention, occurrence of abnormality in the yaw motion control system of the host vehicle is expected during automatic operation control, or reaction delay of correction operation of the driver is expected. If the host vehicle continues traveling on the current traveling lane in the direction of the curve tangent, it is estimated that the vehicle will not deviate from the current traveling lane (predetermined time (correction of the yaw motion control system or driver in automatic driving control) When the reaction delay of the operation is expected, the target course is offset-corrected in the curve inward direction of the target course by the time set in advance by experiment, calculation, etc., in consideration of the reaction delay of the driver. The automatic driving control is executed at the target vehicle speed Vt and the target steering angle θHt according to the target route. For this reason, in automatic driving control, when the reaction delay of the correction operation of the driver is expected, control is performed in which the target course is appropriately set in consideration of the reaction delay of the driver and the safety is sufficiently ensured. In addition, roadside obstacles and guardrails exist on the inner side of the curve of the target route, or oncoming vehicles exist on the inside of the curve, parallel cars exist, or the image of the surrounding environment recognition device 11 has a forward fixation point If it is determined that information or the like can not be recognized, the above-described target course correction is canceled, so careless correction is surely avoided. In the present embodiment, cancellation of the target path correction is performed when there is a roadside obstacle or a guardrail inside the curve of the target path, when there is an oncoming vehicle inside the curve, or when there is a parallel running vehicle. Although it is assumed that any one of the cases where it is determined that the fixation point can not be recognized by the image information or the like of the surrounding environment recognition device 11, any one of the conditions may be a cancellation condition, Any two conditions may be set as the cancellation condition, or any three conditions may be set as the cancellation condition.

1 travel control device 10 travel control unit (target track correction means)
11 Peripheral environment recognition device (traveling environment information acquisition means)
12 Driver status detection device (driver status detection means)
13 Travel parameter detection device (travel information detection means)
14 Vehicle position information detection device (traveling environment information acquisition means)
15 Vehicle-to-vehicle communication device (traveling environment information acquisition means)
16 Road Traffic Information Communication Device (Traveling Environment Information Acquisition Means)
17 switches 21 engine control unit 22 brake control unit 23 steering control unit 24 display unit 25 speaker / buzzer

Claims (4)

The vehicle is provided with traveling environment information acquisition means for acquiring traveling environment information in which the host vehicle travels, and traveling information detection means for detecting traveling information of the host vehicle, and automatic based on the traveling environment information and the host vehicle traveling information. In a travel control device of a vehicle that executes driving control,
Driver state detection means for detecting the state of the driver in automatic operation;
It is checked whether the reaction delay of the correction operation by the driver is predicted from the state of the driver detected by the driver state detecting means, and if the reaction delay is predicted, the target track is a curve of the target track Target path correction means for performing offset correction in the inward direction with a correction amount set in advance and setting a target vehicle speed and a target steering angle according to the corrected target path;
A travel control device for a vehicle, comprising: The driver state detection unit detects the driver's state by monitoring the driver's gaze direction, awakening degree, and physical condition.
The target course correction means predicts a reaction delay of the driver when the driver state detection means detects at least one of the driver's aft driving state, the awakening degree reduction state, and the physical condition abnormal state. The travel control device of a vehicle according to claim 1, characterized in that   The target track correction means is preset based on the corrected target track, and it is estimated that it does not deviate from the current travel lane even if the host vehicle continues traveling in the current travel lane in the tangential direction of the curve. The travel control device for a vehicle according to claim 1 or 2, wherein the target vehicle speed is set according to time.   The target course correction means cancels the correction when at least one of the case where a three-dimensional object is present inside the curve of the traveling lane and the case where the front of the target course can not be recognized. A travel control device for a vehicle according to any one of claims 1 to 3.

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