JP2019171965A - Traveling control device of vehicle - Google Patents

Abstract

To start acceleration in the vicinity of a curve outlet after deceleration with respect to a curve in a state that a vehicle behavior is stabilized, and to restore a vehicle speed without imparting an incongruity to a driver.SOLUTION: When a curve zone exists ahead, and a set vehicle speed is higher than a curve traveling speed, a curve vehicle speed control part 101 decelerates a vehicle speed of an own vehicle to the curve traveling speed. A traveling state detection part 103 detects a lateral position and a yaw angle of the own vehicle with respect to a target traveling path of the own vehicle in the vicinity of an outlet of a curve zone as a traveling state. An acceleration start timing adjustment part 104 compares the lateral position and the yaw angle with respect to the target traveling path of the own vehicle with thresholds in the vicinity of the outlet of the curve zone, respectively, and by adjusting acceleration start timing to a direction in which timing for starting acceleration toward the set vehicle speed retards as the lateral position or the yaw angle is deviated from the target traveling path, starts acceleration in a state that a behavior of the own vehicle is stabilized with respect to the target traveling path.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a travel control device for a vehicle that performs control so as to pass a curve section at an appropriate curve travel speed.

  2. Description of the Related Art In recent years, in vehicles such as automobiles, as a driving assistance technique including automatic driving, a technique for controlling the host vehicle to follow a target travel route has been developed. In the follow-up traveling to the target travel route, when a curve existing ahead is detected, the vehicle is controlled to an appropriate curve travel speed and passed through the curve so that the driver does not feel uncomfortable.

  For example, in Patent Document 1, in a deceleration control device that performs deceleration control based on turning of a vehicle, the deceleration control performed at a curve gives the driver a sense of incongruity by reducing the control amount of the deceleration control at the curve exit. A technique for preventing this is disclosed.

JP 2005-263215 A

  However, in the conventional technique disclosed in Patent Document 1, when acceleration is started near the exit of the curve in order to return to the vehicle speed before entering the curve, the vehicle behavior is disturbed due to a crosswind or a road crossing gradient. Even if the followability to the target travel route is deteriorated, there is a risk of starting acceleration. For this reason, the acceleration is started in a state where the vehicle behavior is not stable, and the driver feels uncomfortable.

  The present invention has been made in view of the above circumstances, and it is possible to start the vehicle in a state where the vehicle behavior is stable near the curve exit after deceleration with respect to the curve, and to recover the vehicle speed without causing the driver to feel uncomfortable. The object is to provide a control device.

  A travel control device for a vehicle according to an aspect of the present invention is a travel control device for a vehicle that controls to decelerate to an appropriate curve travel speed that matches a road condition including a curve curvature and pass through a curve section. A traveling state detection unit that detects a traveling state of the vehicle near the exit of the section, and an acceleration start timing that adjusts an acceleration start timing for starting acceleration from the curve traveling speed near the exit of the curve section based on the traveling state And an adjustment unit.

  According to the present invention, acceleration can be started in a state where the vehicle behavior is stable in the vicinity of the curve exit after deceleration with respect to the curve, and the vehicle speed can be recovered without causing the driver to feel uncomfortable.

Configuration diagram of the travel control system Explanatory drawing which shows the threshold value of the lateral position with respect to the target travel route Explanatory drawing which shows the threshold value of the yaw angle with respect to the target travel route Explanatory drawing which shows the relationship between the threshold value of a yaw angle, and a horizontal position Flow chart showing start determination process of vehicle speed control for curve Flowchart showing vehicle speed control end determination processing for a curve

  Embodiments of the present invention will be described below with reference to the drawings. In FIG. 1, reference numeral 1 denotes a travel control system for a vehicle such as an automobile, which executes travel control including autonomous automatic driving of the vehicle. The travel control system 1 is centered on the travel control device 100, and includes an external environment recognition device 10, a positioning device 20, a map information processing device 30, an engine control device 40, a transmission control device 50, a brake control device 60, and a steering control device. 70, an alarm control device 80, and each device is connected to the network via a communication bus 150.

  The external environment recognition device 10 is an external temperature as one of the environmental conditions such as an in-vehicle camera unit 11, various devices for environment recognition such as a radar device 12 such as a millimeter wave radar or a laser radar, and an external environment in which the vehicle travels. Various sensors such as an outside air temperature sensor 13 are detected. The external environment recognition device 10 includes road-to-vehicle communication and vehicle-to-vehicle communication, in addition to detection information of objects around the vehicle detected by the camera unit 11, the radar device 12, and the like, and environmental information such as the outside air temperature detected by the outside air temperature sensor 13. The external environment around the host vehicle is recognized based on the traffic information acquired by infrastructure communication such as the location information of the host vehicle measured by the positioning device 20, the map information from the map information processing device 30, and the like.

  For example, when a stereo camera composed of two cameras that capture the same object from different viewpoints is mounted as the camera unit 11, a pair of left and right images captured by the stereo camera are stereo-processed, thereby providing an external environment. Can be recognized three-dimensionally. The camera unit 11 as a stereo camera has, for example, two shutter-synchronized color cameras having an image sensor such as a CCD or CMOS in the vehicle width direction in the vehicle width direction in the vicinity of a room mirror inside the front window at the upper part of the vehicle interior. It is arranged on the left and right.

  For a pair of left and right images captured by the camera unit 11 as a stereo camera, a pixel shift amount (parallax) at a corresponding position between the left and right images is obtained by matching processing, and a distance image obtained by converting the pixel shift amount into luminance data or the like is obtained. Generated. The point on the distance image is a point in the real space based on the principle of triangulation, where the vehicle width direction of the own vehicle, that is, the left-right direction is the X axis, the vehicle height direction is the Y axis, and the vehicle length direction, that is, the distance direction is the Z axis The coordinates are converted into a white line (lane) on the road on which the host vehicle travels, an obstacle, a vehicle traveling in front of the host vehicle, and the like are three-dimensionally recognized.

  A road white line as a lane can be recognized by extracting a point group that is a candidate for a white line from an image and calculating a straight line or a curve connecting the candidate points. For example, in a white line detection region set on an image, an edge whose luminance changes more than a predetermined value is detected on a plurality of search lines set in the horizontal direction (vehicle width direction), and one set of white lines is set for each search line. A start point and a white line end point are detected, and an intermediate region between the white line start point and the white line end point is extracted as a white line candidate point.

  Then, the time series data of the spatial coordinate position of the white line candidate point based on the vehicle movement amount per unit time is processed to calculate a model that approximates the left and right white lines, and the white line is recognized by this model. As an approximate model of the white line, an approximate model obtained by connecting linear components obtained by the Hough transform, or a model approximated by a curve such as a quadratic equation can be used.

  The positioning device 20 detects the position of the host vehicle mainly based on positioning based on signals from a plurality of navigation satellites such as GPS satellites. In addition, when the positioning accuracy deteriorates due to the acquisition state of signals (radio waves) from satellites or the influence of multipath due to radio wave reflections, autonomous navigation using in-vehicle sensors such as the gyro sensor 22 and the vehicle speed sensor 23 is used. The vehicle position of the host vehicle is detected together with positioning.

  In positioning by a plurality of navigation satellites, a signal including information on the trajectory and time transmitted from the navigation satellites is received via the receiver 21, and based on the received signals, the vehicle's own position is calculated using longitude, latitude, Position as an absolute position including altitude and time information. In the positioning by the autonomous navigation, the relative position change is calculated based on the traveling direction of the own vehicle detected by the gyro sensor 22 and the moving distance of the own vehicle calculated from the vehicle speed pulse output from the vehicle speed sensor 23. Measure your vehicle's position.

  Note that the positioning device 20 may be integrally provided with a communication unit that acquires traffic information by infrastructure communication such as road-to-vehicle communication and vehicle-to-vehicle communication.

  The map information processing apparatus 30 includes a map database DB, and specifies and outputs the position on the map data of the map database DB from the position data of the own vehicle measured by the positioning apparatus 20. In the map database DB, for example, navigation map data that is mainly referred to when displaying vehicle route guidance and the current position of the vehicle, and driving support control including automatic driving, which is more detailed than the map data, are provided. Map data for travel control which is referred to when performing is stored.

  In the map data for navigation, the previous node and the next node are linked to the current node through links, and each link has traffic lights, road signs, buildings, etc. Information about is stored. On the other hand, high-definition map data for traveling control has a plurality of data points between a node and the next node. This data point includes road shape data such as curvature, lane width, shoulder width, etc. for each lane of the road on which the vehicle is traveling, and data for driving control such as road azimuth, road white line type, lane number, etc. It is held together with attribute data such as reliability and date of data update.

  The map information processing apparatus 30 collates the positioning result of the vehicle position with the map data, and presents driving route guidance and traffic information based on the collation result to the driver via a display device (not shown). Further, the map information processing device 30 communicates road shape data such as curvature, lane width, and shoulder width of the road on which the vehicle travels, and map information for travel control such as road azimuth, road white line type, and number of lanes. Transmit via the bus 150. The travel control map information is mainly transmitted to the travel control device 100, but is also transmitted to other control devices as necessary.

  Further, the map information processing apparatus 30 performs maintenance management of the map database DB, verifies the nodes, links, and data points of the map database DB and keeps them always up-to-date, and for areas where no data exists on the database. Create and add new data to build a more detailed database. Data update in the map database DB and addition of new data are performed by collating the position data measured by the positioning device 20 with the data stored in the map database DB.

  The engine control device 40 controls the operation state of an engine (not shown) based on signals from various sensors that detect the engine operation state and various control information transmitted via the communication bus 150. The engine control device 40 is, for example, fuel injection control, ignition timing control, electronic control throttle based on intake air amount, throttle opening, engine water temperature, intake air temperature, air-fuel ratio, crank angle, accelerator opening, and other vehicle information. Engine control is performed mainly for valve opening control.

  The transmission control device 50 supplies hydraulic pressure to be supplied to an automatic transmission (not shown) based on signals from sensors for detecting a shift position, vehicle speed, and the like and various control information transmitted via the communication bus 150. And control the automatic transmission according to a preset shift characteristic.

  The brake control device 60 controls a four-wheel brake device (not shown) independently of a driver's brake operation based on, for example, a brake switch, four-wheel wheel speed, steering wheel angle, yaw rate, and other vehicle information. To do. Further, the brake control device 60 calculates the brake fluid pressure of each wheel based on the brake force of each wheel, and performs anti-lock brake system, side slip prevention control, and the like.

  The steering control device 70 controls steering torque by an electric power steering motor (not shown) provided in the steering system based on, for example, vehicle speed, driver steering torque, steering wheel angle, yaw rate, and other vehicle information. This steering torque control is executed as current control of an electric power steering motor that realizes the target steering torque for making the actual steering angle coincide with the target steering angle. When there is no override by the driver's steering operation, for example, by PID control The drive current of the electric power steering motor is controlled.

  The alarm control device 80 is a device that controls the output of various information presented to the driver when an abnormality occurs in various devices of the vehicle or to alert the driver. For example, warning / information presentation is performed using at least one of visual outputs such as a monitor, a display, and an alarm lamp, and auditory outputs such as a speaker and a buzzer. While executing the driving support control including the automatic driving, the alarm control device 80 presents the control state to the driver, and when the driving support control including the automatic driving is suspended by the operation of the driver, the driving at that time is performed. Inform the driver of the condition.

  Next, the traveling control device 100 that is the center of the traveling control system 1 will be described. When the driver sets a travel mode for automatic driving or driving support by operating a switch or panel (not shown), the travel control device 100 recognizes external environment recognition information, positioning device 20 and map information processing by the external environment recognition device 10. Based on the information from the device 30, a target travel route along which the host vehicle travels is set. Then, the travel control device 100 passes through the engine control device 40, the transmission control device 50, the brake control device 60, and the steering control device 70 so as to automatically travel following the target travel route at the vehicle speed set by the driver. Run control.

  In the travel control to the target travel route, while traveling along the target travel route at the set vehicle speed set by the driver, the travel control device 100 recognizes that there is a curve ahead and the set vehicle speed is appropriate. If it is determined that the vehicle speed is higher than the curve traveling speed, the vehicle speed of the host vehicle is reduced at the entrance of the curve so as to obtain an appropriate curve traveling speed. When the vehicle travels within the curve section and reaches the vicinity of the curve exit, the travel control device 100 adjusts the timing for starting acceleration in order to return to the set vehicle speed according to the traveling state of the host vehicle.

  For this reason, the traveling control apparatus 100 includes a curved vehicle speed control unit 101, an acceleration start position determination unit 102, a traveling state detection unit 103, an acceleration start timing adjustment unit 104, and an acceleration control unit 105 as functional units related to curve traveling. Yes. Schematically, the traveling control apparatus 100 detects the traveling state of the host vehicle when traveling around a curve section at an appropriate curve traveling speed and reaching the vicinity of the curve exit by these functional units, and the detected traveling state Adjust the timing to start acceleration according to

  Specifically, when the curve vehicle speed control unit 101 determines that a curve section exists ahead based on information from the positioning device 20 or the map information processing apparatus 30, the curve traveling speed for safely passing through the curve section is determined. Vcv is calculated. For example, based on the curvature radius of the curve, lane width, road gradient, etc., the target vehicle speed that achieves lateral acceleration that ensures driving stability and does not cause anxiety to the driver is changed to a road condition that includes the curve curvature. It is calculated as a matched appropriate curve traveling speed Vcv.

  Further, the curve vehicle speed control unit 101 compares the current vehicle speed, that is, the set vehicle speed Vset with the curve travel speed Vcv, and determines whether deceleration is necessary before entering the curve. When Vcv ≧ Vset, it is determined that the vehicle can safely pass the curve with the set vehicle speed Vset, and the vehicle travels on the curve with the set vehicle speed Vset. On the other hand, if Vcv <Vset, it is determined that deceleration is required before entering the curve, and the vehicle speed of the host vehicle is reduced to the curve travel speed Vcv.

  The acceleration start position determination unit 102 finishes the vehicle speed control (deceleration control) for the curve near the exit of the curve section, and has reached a position where acceleration for returning to the vehicle speed before entering the curve can be started. Determine whether. The position where acceleration can be started, that is, the control end position of the vehicle speed control with respect to the curve is, for example, from the curve exit (curve end position) grasped from the map data or the like based on the difference between the set vehicle speed Vset and the curve travel speed Vcv. Set as distance.

  The control end position of the vehicle speed control for this curve becomes closer to the curve exit as the difference between the set vehicle speed Vset and the curve travel speed Vcv increases. As described below, when the host vehicle reaches the control end position of the vehicle speed control for the curve, acceleration is started in a state where the vehicle behavior with respect to the target travel route of the host vehicle is stable.

  The traveling state detection unit 103 detects the traveling state of the host vehicle near the exit of the curve section based on the posture of the host vehicle with respect to the target traveling route. In the present embodiment, the lateral position and yaw angle of the host vehicle with respect to the target travel route are detected as the posture with respect to the target travel route.

  For example, as shown in FIG. 2, when the center position of the lane P is the target travel route Pct, the distance in the lane width direction between the target travel route Pct and the center position of the host vehicle C is set as the target travel route of the host vehicle C. It is detected as a lateral position Xc with respect to Pct. Further, as shown in FIG. 3, the angle between the longitudinal axis of the host vehicle C and the target travel route Pct (tangent) is detected as the yaw angle θy with respect to the target travel route Pct of the host vehicle C.

  The lateral position Xc and the yaw angle θy are specifically based on the map data, the positioning data of the vehicle position, the approximate curve of the target travel route based on the recognition result of the road white line, the yaw rate measurement value, the vehicle speed, and the steering angle. It can be detected from an estimated value or the like.

  The acceleration start timing adjustment unit 104 adjusts the timing of starting acceleration toward the set vehicle speed near the exit of the curve section based on the traveling state of the host vehicle, and the behavior of the host vehicle is stabilized with respect to the target traveling path. Start acceleration in the state. In the present embodiment, the lateral position and yaw angle of the host vehicle with respect to the target travel route are compared with the respective threshold values, and the acceleration start timing is delayed as the lateral position or yaw angle deviates from the target travel route. Adjust to.

  As shown in FIG. 2, the threshold value for the lateral position with respect to the travel route is set as a threshold value Hc for the lateral position with a set range in the left-right direction centered on the target travel route Pct. The acceleration start timing adjustment unit 104 checks whether the lateral position Xc of the host vehicle C with respect to the target travel route Pct is within the range of the threshold value Hc.

  As a result, when the lateral position Xc of the host vehicle is outside the region determined by the threshold value Hc, the acceleration start is impossible, and the acceleration start timing is delayed until the lateral position Xc enters the region of the threshold value Hc. When the lateral position Xc enters an area determined by the threshold value Hc, the yaw angle θy with respect to the target travel route Pct of the host vehicle C is further set to the threshold values θh1, θh2, θh3 corresponding to the lateral position of the host vehicle. The timing for starting acceleration is adjusted according to the comparison result.

  The range of the lateral position with respect to the threshold values θh1, θh2, and θh3 of the yaw angle is outside the range of the set value Hc1 that is a relatively narrow range from the target travel route Pct near the center of the lane P and the set value Hc1, as shown in FIG. Are divided into a set value Hc2 in the range on the left side in the traveling direction of the lane P and a set value Hc3 in the range on the right side in the traveling direction of the lane P outside the range of the set value Hc1. The yaw angle threshold values θh1, θh2, and θh3 are set to corresponding values for each section based on the horizontal position setting values Hc1, Hc2, and Hc3.

  The acceleration start timing adjustment unit 104 compares the yaw angle θy of the host vehicle with respect to the target travel route with threshold values θh1, θh2, and θh3, and adjusts the acceleration start timing. In the present embodiment, the yaw angle threshold values θh1, θh2, and θh3 represent, for example, a yaw angle that is leftward in the traveling direction with respect to the target traveling route at the center of the lane with a positive sign, and a lateral position on the left side from the target traveling route. Is expressed by a negative sign, for example, the characteristics shown in FIG. 4 are set.

  Specifically, the threshold value θh1 of the yaw angle when the host vehicle is near the center of the lane is set as a relatively narrow range of positive and negative ranges with respect to the target travel route. Accordingly, even when the lateral position of the host vehicle is near the center of the lane, the acceleration start timing is delayed as the yaw angle θy deviates from the threshold θh1 region, and the acceleration increases as the yaw angle θy approaches the threshold θh1 region. The start timing is advanced and early acceleration can be started.

  On the other hand, the threshold value θh2 of the yaw angle when the host vehicle is closer to the left side of the lane is set to be relatively small in the left direction of the lane from the value of the negative region of the threshold value θh1. That is, when the lateral position of the host vehicle is on the left side of the lane, the acceleration start timing is adjusted to be delayed until the yaw angle faces the center of the lane, and the acceleration start is suppressed.

  Further, the threshold value θh3 of the yaw angle when the host vehicle is closer to the right side of the lane is set to be relatively larger in the right direction of the lane from the value of the positive region of the threshold value θh1. Therefore, when the lateral position of the host vehicle is on the right side of the lane, the acceleration start timing is adjusted to be delayed until the yaw angle faces the center of the lane, and the acceleration start is suppressed.

  The threshold values Hc, θh1, θh2, and θh3 may be varied based on the curve travel speed, the difference between the curve travel speed and the set vehicle speed, and the like. The higher the curve traveling speed is, the smaller the respective threshold values are set so that the acceleration start timing is delayed, thereby making it possible to reduce the driver's uncomfortable feeling. In addition, the greater the difference between the curve travel speed and the set vehicle speed, the less the uncomfortable feeling to the driver by relatively decreasing each threshold value and delaying the acceleration start timing.

  Then, when the acceleration start timing is reached, the acceleration start timing adjustment unit 104 starts the acceleration by the acceleration control unit 105, and therefore the curve vehicle speed control end flag FLG indicating the end of the vehicle speed control for the curve by the curve vehicle speed control unit 101. Turn on. The curve vehicle speed control end flag FLG is referred to by the acceleration control unit 105.

  When the acceleration control unit 105 detects that the curve vehicle speed control end flag FLG is turned on, the acceleration control unit 105 starts accelerating the host vehicle toward the set vehicle speed. As a result, it is possible to quickly return to the set vehicle speed without giving the driver a sense of incongruity.

  Next, program processing relating to curve traveling when automatically traveling along the target traveling route at the set vehicle speed set by the driver will be described with reference to flowcharts shown in FIGS. 5 and 6. The flowchart of FIG. 5 shows the vehicle speed control start determination processing for the curve in the travel control device 100, and the flowchart of FIG. 6 shows the vehicle speed control end determination processing for the curve in the travel control device 100.

  First, the vehicle speed control start determination process of FIG. 5 will be described. In this process, in the first step S1, when it is detected from the map data or the like that a curve exists in front of the host vehicle, it is checked whether or not the host vehicle has reached the control start position for the curve. The control start position for the curve is set as a distance from the curve start position based on, for example, the curvature radius of the curve or the vehicle speed of the host vehicle.

  When the host vehicle reaches the control start position for the curve, the process proceeds from step S1 to step S2, and an appropriate curve traveling speed Vcv that matches the road condition including the curve curvature is calculated as the target vehicle speed for the curve traveling. In S3, it is checked whether or not the target vehicle speed Vcv for curve driving is equal to or higher than the set vehicle speed Vset.

  If the target vehicle speed Vcv for curve driving is equal to or higher than the set vehicle speed Vset in step S3, it is determined that deceleration before entering the curve is unnecessary and the vehicle can pass the curve at the set vehicle speed, and the process is exited. On the other hand, when the target vehicle speed Vcv for the curve travel is lower than the set vehicle speed Vset, it is determined that deceleration before entering the curve is necessary, and the process proceeds from step S3 to step S4 and subsequent steps in order to perform vehicle speed control for the curve.

  In step S4, it is checked whether or not the vehicle speed control for the curve is determined to end with reference to the curve vehicle speed control end flag FLG. When the curve vehicle speed control end flag FLG is ON and the vehicle speed control for the curve is ended, the process exits from step S4. When the curve vehicle speed control end flag FLG is OFF and the vehicle speed control for the curve is not completed, the process proceeds from step S4 to step S5, and the vehicle speed control for the curve is performed. By the vehicle speed control for this curve, the vehicle speed of the host vehicle is reduced to the target vehicle speed and enters the curve, and the traveling speed in the curve is controlled to be the target vehicle speed.

  Next, the vehicle speed control end determination process for the curve of FIG. 6 will be described. In this determination end processing, in the first step S11, it is checked whether or not the vehicle speed control (deceleration control) for the curve is being performed. If the vehicle speed control (deceleration control) for the curve is not being performed, the present process is skipped. If the vehicle speed control for the curve is being performed, the process proceeds from step S11 to step S12.

  In step S12, it is checked whether or not the host vehicle has advanced to the vicinity of the curve exit and has reached the control end position of the vehicle speed control for the curve. If it is not the control end position, the process returns to step S11 and the vehicle speed control is continued until the control end position is reached. When the control end position is reached, the process proceeds from step S12 to step S13, and the lateral position Xc and yaw angle θy of the host vehicle with respect to the target travel route are detected as the travel state of the host vehicle in the curve travel.

  Next, the process proceeds from step S13 to step S14, and the vehicle speed during curve traveling is accelerated to the set vehicle speed before entering the curve based on the traveling state of the host vehicle (the lateral position Xc and yaw angle θy of the host vehicle with respect to the target traveling route). Adjust the acceleration start timing. As described above, the acceleration start timing to the set vehicle speed is determined by comparing the lateral position Xc and yaw angle θy of the host vehicle with respect to the target travel route and the corresponding threshold values Hc, θh1, θh2, θh3, and the lateral position Xc or yaw angle. As the degree of deviation of θy from the target travel route increases, the acceleration start timing is adjusted to be delayed.

  In step S15 following step S14, it is checked whether or not the time corresponding to the adjusted acceleration start timing has elapsed and the acceleration start timing has been reached. If the acceleration start timing has not been reached, the process returns to step S11 to detect the traveling state again, and the above processing is repeated.

  Thereafter, when the acceleration start timing is reached, the process proceeds from step S15 to step S16, where it is determined that the control of the vehicle speed control for the curve is finished, the curve vehicle speed control end flag FLG is turned ON, and this process is finished. When the vehicle speed control for this curve is completed, acceleration of the host vehicle is started so as to return the vehicle speed of the host vehicle to the set vehicle speed.

  As described above, in the present embodiment, when a curve appears while traveling following the target travel route at the set vehicle speed set by the driver, the vehicle speed of the host vehicle is reduced to an appropriate curve travel speed and entered the curve. To do. And when starting acceleration near the curve exit and returning to the set vehicle speed, the vehicle behavior of the host vehicle is stabilized by adjusting the acceleration start timing based on the lateral position and yaw angle of the host vehicle with respect to the target travel route. In this state, acceleration can be started, and the vehicle speed can be quickly recovered without causing the driver to feel uncomfortable.

DESCRIPTION OF SYMBOLS 1 Travel control system 10 External environment recognition apparatus 20 Positioning apparatus 30 Map information processing apparatus 40 Engine control apparatus 50 Transmission control apparatus 60 Brake control apparatus 70 Steering control apparatus 80 Alarm control apparatus 100 Travel control apparatus 101 Curve vehicle speed control part 102 Start acceleration Position determination unit 103 Traveling state detection unit 104 Acceleration start timing adjustment unit 105 Acceleration control unit

Claims (6)

A vehicle travel control device that controls to decelerate to an appropriate curve travel speed that matches a road condition including a curve curvature and pass through a curve section,
A traveling state detection unit that detects a traveling state of the host vehicle near the exit of the curve section;
A vehicle travel control device comprising: an acceleration start timing adjustment unit that adjusts an acceleration start timing for starting acceleration from the curve travel speed near an exit of the curve section based on the travel state.   The vehicle travel control device according to claim 1, wherein the travel state detection unit detects a lateral position and a yaw angle of the host vehicle with respect to a target travel route on which the host vehicle follows and travels as the travel state.   3. The vehicle travel control device according to claim 2, wherein the acceleration start timing adjustment unit adjusts the acceleration start timing by comparing the lateral position and the yaw angle with respective threshold values.   The vehicle travel control apparatus according to claim 3, wherein the acceleration start timing adjustment unit sets the threshold value of the yaw angle to a different value according to the lateral position.   5. The acceleration start timing adjustment unit adjusts the acceleration start timing in a direction that is delayed as the lateral position or the yaw angle deviates from the target travel route. 6. The vehicle travel control device according to claim 1.   The vehicle travel control apparatus according to any one of claims 2 to 5, wherein the target travel route is a route at a center position of a lane of the host vehicle.

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