JPH07220199A - Travel controller for automobile - Google Patents

Abstract

PURPOSE:To suitably detect a preceding vehicle on a traveling route when the traveling direction of a present vehicle is estimated in an instable state. CONSTITUTION:This device is provided with an object detecting means 7 for detecting an object existent in front of the present vehicle, first traveling route estimating means 22 for estimating the first traveling route to travel the present vehicle, preceding vehicle identifying means 23 for identifying the preceding vehicle to be the object vehicle of the present vehicle (such as the preceding vehicle closest to the present vehicle, for example,) from the preceding vehicles, which are detected by the object detecting means, existent on the first traveling route, and second traveling route estimating means 24 for estimating the second traveling route of the present vehicle based on the preceding vehicle when this preceding vehicle gets out of the first traveling route at least, and the preceding vehicle identifying means is provided to identify the preceding vehicle to be the object vehicle of the present vehicle from the preceding vehicle existent on the first traveling route and the preceding vehicle existent on the second traveling route when the preceding vehicle gets out of this first traveling route.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle drive control device, and more particularly, to a vehicle drive control device for following a preceding vehicle and preventing collision with the preceding vehicle.

[0002]

2. Description of the Related Art Conventionally, as an automobile obstacle detection device used in a vehicle traveling control device of this type, as disclosed in, for example, Japanese Examined Patent Publication No. 51-7892, it is possible to use a supercharger in front of the vehicle. A radar device that emits a radar wave such as a sound wave or a radio wave to detect an obstacle such as a preceding vehicle in front of the radar device, and a rotating unit that horizontally rotates the radar device,
A steering angle detection means for detecting the steering angle of the host vehicle, and in accordance with the steering angle detected by the steering angle detection means, the rotation means rotates the radar device by a predetermined angle,
It is known that the radar wave is directed in the direction in which the host vehicle travels. Further, in recent years, a scanning type radar device is used to perform scanning at a relatively wide angle in the horizontal direction, and a microcomputer is used to extract the steering steering of the vehicle from the information obtained by the scanning. By picking up only those in the area along the travel route of the vehicle predicted based on the driving condition such as the corner and yaw rate, the radar device can limit the detection of obstacles by the software within the above area. The ones that are supposed to be done are being developed.

[0003]

However, in the above-mentioned conventional obstacle detection device, it is hard or soft to limit the detection of the preceding vehicle by the radar device to the area along the traveling path of the own vehicle. Even in the case of, the traveling route of the own vehicle is predicted based on the traveling state of the own vehicle, so that there is the following problem when entering a curved road from a straight road.
That is, when a preceding vehicle enters a curved road from a straight road and the own vehicle has not entered the curved road yet, the preceding vehicle deviates from the traveling path of the own vehicle, and therefore, the preceding vehicle and the own vehicle on the curved road The problem is that cars that come in between cannot be detected early. The present invention has been made in view of the above point, and provides a vehicle traveling control device capable of appropriately detecting a preceding vehicle on a traveling road when the estimation of the traveling direction of the vehicle is unstable. The purpose is to do. Further, the present invention uses the first traveling path predicted based on the traveling state of the own vehicle and the second traveling path predicted based on the position of the preceding vehicle in combination to lead the vehicle on the curved road. It is an object of the present invention to provide a vehicle traveling control device that enables early detection of a vehicle that comes in between a vehicle and its own vehicle and can appropriately detect a preceding vehicle.

[0004]

In order to achieve the above object, the traveling control device for a vehicle according to the first aspect of the invention is an object detecting means for detecting an object existing in front of the vehicle. A first traveling road estimating means for estimating a first traveling road on which the vehicle should travel, and a target vehicle of the own vehicle among preceding vehicles existing on the first traveling road detected by the object detecting means. Leading vehicle identifying means for identifying the preceding vehicle, and second traveling path estimating means for estimating the second traveling path of the own vehicle based on the preceding vehicle at least when the preceding vehicle deviates from the first traveling path. The preceding vehicle identifying means has an object of the own vehicle from preceding vehicles existing on the first traveling path and preceding vehicles existing on the second traveling path when the preceding vehicle deviates from the first traveling path. It is characterized in that it is provided to identify the preceding vehicle to be a car There. In the first aspect of the invention configured as described above, when the preceding vehicle enters the curved road from the straight road and deviates from the first traveling road, the second vehicle is determined based on the position or movement trajectory of the preceding vehicle. Is predicted by the second traveling road predicting means, and the preceding vehicle identifying means determines from the preceding vehicle existing on the first traveling road and the preceding vehicle existing on the second traveling road of the own vehicle. A preceding vehicle that is a target vehicle (for example, a preceding vehicle closest to the own vehicle) is identified. Therefore, a vehicle that comes in between the preceding vehicle and the vehicle on the curved road can be detected early.

In the second aspect of the present invention, the first traveling route estimating means is provided so as to estimate the first traveling route based on the traveling state of the vehicle. In the second aspect of the invention configured as described above, the first traveling path estimation unit estimates the first traveling path based on the traveling state of the vehicle (for example, vehicle speed, steering wheel steering angle, yaw rate, etc.). A third invention according to claim 3 further has a stationary object determining means for determining whether or not the object existing on the first traveling path is a stationary object, and the first traveling path estimating means comprises: It is provided so as to estimate the first traveling path based on the attribute of the stationary object determined by the stationary object determination means. In the third aspect of the invention thus configured, the stationary object determination means determines whether the object existing on the first traveling path is a stationary object (a roadside reflector or the like), and the determined stationary object The first traveling path is estimated based on the attribute. According to a fourth aspect of the present invention, the preceding vehicle identifying means is provided so as to identify the preceding vehicle as the following target vehicle, and the second traveling path estimating means is identified as the following target vehicle. The second traveling path is estimated based on the preceding vehicle.

In the fourth aspect of the invention thus constituted, the preceding vehicle identifying means identifies the preceding vehicle as a follow-up target vehicle, and the second traveling path estimating means makes the second advancing based on the follow-up target vehicle. The road is estimated. According to a fifth aspect of the present invention, the preceding vehicle identifying means sets the second vehicle until the vehicle reaches the point where the preceding vehicle deviates from the first traveling path until the vehicle deviates from the first traveling path. If the preceding vehicle that is the target vehicle of the own vehicle is identified from the preceding vehicles existing on the traveling road and the preceding vehicle does not return to the first traveling path by the time the own vehicle arrives at the time of departure, then The vehicle is provided so as to identify a preceding vehicle which is a target vehicle of the own vehicle from among preceding vehicles existing on the first traveling path, and the second traveling path estimation means is a preceding vehicle which is a target vehicle of the identified own vehicle. Second based on car
It is provided to estimate the route of travel. In the fifth aspect of the invention configured as described above, the target area for detecting the most dangerous preceding vehicle is always sufficient for one traveling path while enabling early detection of an interrupting vehicle on a curved road. Accordingly, the preceding vehicle, which is the target vehicle of the own vehicle, can be detected accurately and promptly. According to a sixth aspect of the present invention, the preceding vehicle identifying means should be the subject vehicle of the subject vehicle on the first traveling path or the second traveling path of the preceding vehicle identified as the following target vehicle. When there is a preceding vehicle, the preceding vehicle that should be the following vehicle is identified as the following vehicle.

According to the sixth aspect of the present invention thus configured, it is possible to accurately and quickly detect the vehicle to be followed by the own vehicle. In the seventh aspect of the present invention, the first traveling path estimating means is provided so as to estimate the first traveling path based on the preceding vehicle existing ahead of the own vehicle. In the seventh aspect of the invention configured as above, the first traveling path is estimated by the first traveling path estimating means based on the preceding vehicle existing ahead of the own vehicle. According to an eighth aspect of the present invention, the second traveling path estimated by the second traveling path estimating means connects the own vehicle and the preceding vehicle so as to have a predetermined width. In the eighth aspect of the invention configured as above, the second traveling path is connected so that the own vehicle and the preceding vehicle have a predetermined width.

[0008]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the accompanying drawings. First, a first embodiment of the present invention will be described with reference to FIGS. FIG. 1 shows an overall configuration of a vehicle travel control device according to a first embodiment of the present invention. Figure 1
In the figure, 1 is a throttle control device that automatically adjusts the opening of a throttle valve (not shown) of the engine intake system, 2 is a control device for an electronically controlled automatic transmission (EAT), and 3 is a braking force applied to each wheel. The three types of control devices 1 to 3 each have an actuator (not shown), and each actuator is controlled by the control unit 4. That is, the control unit 4 is the throttle control device 1
The target throttle opening signal is output to the actuator for control, and the target brake amount signal is output to the actuator of the brake control device 3 for control. Further, the control unit 4 is the EAT control device 2
While receiving a shift position signal from a sensor (not shown) for detecting the shift position, the shift control signal is output to the actuator of the EAT control device 2 for control.

Reference numeral 6 denotes an information display device provided on an instrument panel or the like in the vehicle compartment. The information display device 6 is turned on when an alarm signal from the control unit 4 is received although not shown. An alarm lamp and a display unit for displaying a screen upon receiving a self-diagnosis signal from the control unit 4 are provided. Reference numeral 7 denotes a radar device for detecting an object existing in front of the own vehicle such as a preceding vehicle. The radar device 7 emits far infrared rays as a radar wave toward the front of the own vehicle and reflects the preceding vehicle. The incoming reflected wave is received, and the distance between the vehicle and the object is determined based on the time difference between the reception time and the transmission time. Entered in. The radar device 7 is a scan type device that scans far infrared rays in a horizontal direction at a relatively wide angle. Further, 11 is a throttle opening sensor that detects the opening of the throttle valve, 12 is a vehicle speed sensor that detects the vehicle speed, 13 is a steering angle sensor that detects the steering angle of the steering wheel (hereinafter simply referred to as steering angle), and 14 is the vehicle. A yaw rate sensor that detects the yaw rate that occurs in the vehicle, a lateral G sensor that detects the lateral acceleration that occurs in the vehicle, 16 is a brake switch that is turned on when the brake pedal is depressed, and 17 is turned on according to the operating state of the clutch. The clutch switches 18 and 18 are lock-on switches, and the detection signals of these sensor switches 11 to 18 are all input to the control unit 4. Incidentally, detection signals of other sensors and switches (not shown) such as an engine speed sensor are also input to the control unit 4.

As shown in FIG. 2, the control unit 4 receives the detection signals from the radar device 7 and the detection signals from the various sensors / switches 11 to 18 to input predetermined information. A first section that receives information (for example, vehicle speed, steering wheel steering angle, yaw rate, etc.) regarding the traveling state of the vehicle from the processing section 21 and the input information processing section 21, and estimates the first traveling path of the vehicle based on the information. Of the information of the traveling path estimating unit 22 and the input information processing unit 21, in particular, the information about the object detected by the radar device 7 is received and the first traveling path estimated by the first traveling path estimating unit 22 is received. And a preceding vehicle identifying means 23 for obtaining information. The preceding vehicle identifying means 23 is provided so as to identify the preceding vehicle closest to the own vehicle existing on the first traveling path from the objects detected by the radar device 7. Further, the control unit 4 includes a second traveling road estimating means 24 for estimating a second traveling road of the own vehicle, in addition to the first traveling road estimating means 22, and the second traveling road estimating means 24 includes It is provided so as to receive the information such as the position of the preceding vehicle identified by the preceding vehicle identifying means 23 and estimate the second traveling path based on the information. The information on the second traveling road estimated by the second traveling road estimating means 24 is the preceding vehicle identifying means 2 described above.
When the preceding vehicle on the first traveling road deviates from the first traveling road, that is, when the first traveling road and the second traveling road do not coincide with each other, It is provided so that the preceding vehicle closest to the own vehicle can be identified from the preceding vehicles existing on the traveling road.

The information on the preceding vehicle closest to the own vehicle identified by the preceding vehicle identifying means 23 is output from the identifying means 23 to the vehicle speed control section 25. The vehicle speed control unit 25 determines whether there is a possibility of contact between the preceding vehicle closest to the own vehicle and the own vehicle based on the inter-vehicle distance and the relative speed, and according to the determination result, It is provided so as to output an output signal via the output information processing unit 26. FIG. 3 is a flow chart showing a main routine of control performed by the control unit 4 during follow-up running in which the lock-on switch 18 is turned ON and the vehicle follows the preceding vehicle. The above routine includes estimation of the first traveling path (step S1), registration of a lock-on target vehicle (following target vehicle) (step S3), execution of lock-on (step S5), and change and release of lock-on (step S5). And step S7). A subroutine for estimating the first traveling path is shown in FIG. 4, a subroutine for registering the lock-on target vehicle is shown in FIG. 5, a subroutine for executing lock-on is shown in FIG. 6, and a subroutine for changing and releasing lock-on is shown. Are shown in FIGS. 7 and 8. Hereinafter, these will be sequentially described. (Estimation of first traveling path) In FIG. 4, first, step S
After reading the vehicle data (steering angle θ, vehicle speed v, yaw rate φ) at 11, the turning radius R11 of the vehicle is calculated by the following formula based on the steering angle θ at step S12.

R11 = (1 + A · v ² ) · N · L / θ where A is the stability factor, N is the steering gear ratio, and L is the wheel base. Then, step S
At 13, the turning radius R12 of the vehicle is calculated based on the yaw rate φ by the following formula. R12 = v / φ Then, in step S14, both turning radii R11, R1
Which of the two is smaller is determined, and step S1
In 5 and 16, the smaller one is set as the radius of curvature R1 of the first traveling path, and in step 17, the curvature radius R1 is provided with a predetermined width to generate the first traveling path, and the process returns. Here, the smaller turning radius R11, R12 is set as the radius of curvature R1 of the first traveling path because the response delay of the sensors is taken into consideration. The prediction of the first traveling path as described above is performed by the first traveling path estimating means 22 in the control unit 4. (Registration of lock-on target vehicle) In FIG. 5, first, in step S31, object (obstacle) data (distance and direction) in front of the vehicle is read, and in step S32, object data is continuously detected. Then, it is determined in step S33 whether or not the object data has a certain degree of certainty or more in a predetermined area. The degree of certainty refers to the number of detections per hour, and both the degree of certainty that is not greater than or equal to a predetermined value and the case where data is scattered widely outside a predetermined area are not considered to be objects. When both of the above determinations are YES, the object identification number is given to the object regarded as the object in step S34.

Subsequently, in step S35, it is determined whether or not the object to which the object identification number is given is a moving object.
This judgment is actually performed by obtaining the speed of the object based on the distance between the own vehicle and the object and the own vehicle speed, and examining whether the object speed is equal to or higher than a predetermined threshold value. Be seen. Next, in step S36, it is determined whether the object exists on the first traveling path. Both of the above judgments are Y
In the case of ES, in step S37, it is determined that the object is a preceding vehicle on the first traveling road and is a candidate vehicle for lock-on (L / O). Then, in step S38, it is determined whether or not the preceding vehicle that has become the lock-on target candidate has the shortest inter-vehicle distance, that is, the closest preceding vehicle, and this determination is YES. Sometimes, in step S39, the preceding vehicle is registered as a lock-on target vehicle, and the process returns. The registration of the lock-on target vehicle as described above is performed by the preceding vehicle identifying means 23 in the control unit 4. (Execution of lock-on) In FIG. 6, first, step S
After confirming that the lock-on target vehicle is registered in 51, the radius of curvature R2 of the second traveling path is calculated by the following equation in step S52.

R2 = L / 2√ (1-cos ² θ) As shown in FIG. 9, the second traveling path is the traveling path of the own vehicle estimated based on the position of the preceding vehicle A with respect to the own vehicle M. Is. L is the distance between the host vehicle M and the preceding vehicle A, and θ is the angle formed by the straight line connecting the host vehicle M and the preceding vehicle A with the traveling direction of the host vehicle M (front-rear center line). Subsequently, in step S53, the radius of curvature R2 is provided with a predetermined width to generate a second traveling path, and then lock-on is executed in step S54, and the process returns. The lock-on is to control the vehicle speed so that the vehicle can be driven at the same vehicle speed while keeping a predetermined vehicle-to-vehicle distance with respect to the lock-on target vehicle (following target vehicle). Done by. Also,
The prediction of the second traveling path in steps S52 and S53 is performed by the second traveling path estimating means 24 in the control unit 4. (Lock-on change and release) Next, a lock-on change and release subroutine will be described with reference to FIG. 10 and FIGS.

In FIGS. 7 and 8, first, step S
After recognizing the lock-on target vehicle A and the radii of curvature R1 and R2 of the first and second traveling paths in 71, the curvature radius R1 of the first traveling path and the curvature radius R2 of the second traveling path are substantially the same in step S72. That is, it is determined whether or not the lock-on target vehicle A is on the first traveling path K1. This judgment is YES
When, the second traveling path K2 (same as the first traveling path K1)
It is determined whether or not there is a preceding vehicle B closer to the lock-on target vehicle A. When the determination is YES, the preceding vehicle B is set as the lock-on target vehicle in step S74, and the preceding vehicle B
On the other hand, if the determination is NO, the preceding vehicle A is directly set as the lock-on target vehicle in step S75, and the second traveling path is generated based on the preceding vehicle A. On the other hand, when the determination in step S72 is NO, that is, when the lock-on target vehicle A is off the first traveling path K1, the preceding vehicle B closer to the lock-on target vehicle A on the second traveling path K2 is step S76. Is present, and if this determination is YES, the preceding vehicle B is set as the lock-on target candidate in step S77, and then step S7 is performed.
8 is a preceding vehicle C closer to the first traveling path K1 than the preceding vehicle B
Is present. When the determination is YES, the preceding vehicle C is set as the lock-on target vehicle in step S79, and the second traveling path is generated based on the preceding vehicle C. When the determination is NO, the preceding vehicle B is determined in step S80. The second traveling path is generated based on the preceding vehicle B as the lock-on target vehicle. When the determination in step S76 is NO,
In step S81, it is determined whether or not a preceding vehicle C closer to the lock-on target vehicle A exists on the first traveling path K1. If the determination is YES, the process proceeds to step S79 to lock-on the preceding vehicle C. The second traveling path is generated based on the preceding vehicle C as the target vehicle. On the other hand, when the determination is NO, the preceding vehicle A is directly set as the lock-on target vehicle in step S82, and the second traveling path is generated based on the preceding vehicle A. From the above, when the lock-on target vehicle A deviates from the first traveling path K1, the preceding vehicle C existing on the first traveling path K1 and the preceding vehicles A and B existing on the second traveling path K2. The preceding vehicle closest to the own vehicle is identified from the inside, and this identification is performed by the preceding vehicle identifying means 23 in the control unit 4.

Steps S74, S75, S79, S
After the preceding vehicles A to C are set as lock-on target vehicles in either 80 or S82, and the second traveling path is generated, step S83 is performed.
At, it is determined whether the lock-on target vehicle has been lost. When this determination is NO, that is, when it is not lost, step S
Returning to 71, the lock is continued, but the determination is YES.
If is lost, the lock-on is released in step S84 and the process returns. It should be noted that the vehicle speed control unit 2 operates from the lock-on release until the next lock-on target vehicle is registered.
The vehicle speed is controlled by 5 to be a predetermined vehicle speed. Next, the operation and effect of the first embodiment of the present invention will be described.
When the host vehicle M travels following the preceding vehicle A that is the lock-on target vehicle, the first traveling path estimating unit 22 determines, based on the steering angle θ, the yaw rate φ, and the vehicle speed v regarding the traveling state of the host vehicle M. The first traveling route K1 is estimated, and the second traveling route estimating means 23 estimates the second traveling route K2 based on the position of the preceding vehicle A with respect to the own vehicle M. When the vehicle M travels straight on a straight road or travels on a curved road in a steady turn, the first traveling road K1 and the second traveling road K1
It substantially coincides with the traveling path K2. In this case, the preceding vehicle identifying means 23 identifies the preceding vehicle closest to the own vehicle M among the preceding vehicles that always exist on the second traveling path K2 and sets it as the lock-on target vehicle (step in FIG. 8). S74, S75). Therefore, when another vehicle enters between the lock-on target vehicle A and the own vehicle M, the interrupted vehicle can be detected early and contact can be avoided by an alarm or automatic braking. .

On the other hand, when the preceding vehicle A enters a curved road from a straight road and the host vehicle M is still traveling on the straight road, the preceding vehicle A deviates from the first traveling road K1 and makes the first traveling road. The road K1 and the second traveling road K2 become different. In this case, the preceding vehicle identifying means 23 determines that the preceding vehicle C existing on the first traveling path K1 and the preceding vehicle A existing on the second traveling path K2,
The preceding vehicle closest to the own vehicle is identified from B and is set as the lock-on target vehicle (steps S76 to S82 in FIG. 7).
Therefore, the interrupting vehicle B can be detected at an early stage as in the case of the straight running on the straight road described above. Further, even when the lock-on target vehicle A deviates from the traveling road (first traveling road) K1 of the own vehicle M to the side road, the preceding vehicle C existing on the traveling road K1 of the own vehicle M is detected early. be able to. As a result, contact can be appropriately avoided and safety can be improved. FIG. 11 is a partial view (corresponding to FIG. 8) of a subroutine showing a modification of the lock-on change and release by the preceding vehicle identifying means 23 according to the first embodiment of the present invention. In this modification, the lock-on target vehicle A, which is the preceding vehicle, deviates from the first traveling path K1 and the radius of curvature R of the first traveling path K1.
1 and the radius R2 of curvature of the second traveling path K2 are different (when the determination in step S72 in FIG. 7 is NO), the preceding vehicle existing on the second traveling path K2 for a predetermined time t seconds. The preceding vehicle closest to the own vehicle is identified from the inside, and if the lock-on target vehicle A does not return to the first traveling path K1 when the predetermined time t seconds have elapsed, then the preceding vehicle existing on the first traveling path K1 thereafter. This is to identify the preceding vehicle closest to the own vehicle from among.

That is, the radius of curvature R1 of the first traveling path K1
When the radius of curvature R2 of the second traveling path K2 is different from that of the second traveling path K2, first in FIG. 11, it is determined whether the lock-on target vehicle A is within a predetermined time t seconds from the time when the lock-on target vehicle A deviates from the first traveling path K1. To determine. Here, the predetermined time is a time until the vehicle M arrives at a point where the lock-on target vehicle A deviates from the first traveling path K1, and is calculated by the following formula. t = (L / v) + α where L is the vehicle-to-vehicle distance between the lock-on target vehicle A and the host vehicle M when the lock-on target vehicle A deviates from the first traveling path K1, v is the host vehicle speed, and α is It is a correction value calculated from the characteristics of the vehicle such as pitching and the characteristics of the sensor. When the determination in step S91 is within the predetermined time t of YES, it is determined in step S92 whether the radius of curvature R2 of the second traveling path K2 is smaller than the predetermined value Ra, and step S93.
Then, it is determined whether the lock-on target vehicle A is stopped and the vehicle speed is substantially zero. The predetermined value Ra, as shown in FIG. 12, is set so that the vehicle speed of the preceding vehicle (lock-on target vehicle) A increases and accordingly increases temporarily. Here, when the vehicle travels on a curved road, the vehicle usually makes a gentle turn, and its turning radius is the same as the radius of curvature of the curved road and relatively large. Therefore, when the radius of curvature R2 of the second traveling path K2 is smaller than the predetermined value Ra, it is considered that the lock-on target vehicle A did not enter the curved road but made a sharp turn for some purpose.

When both the determinations in steps S92 and S93 are NO, it is determined in step S94 whether or not there is a preceding vehicle B closer to the lock-on target vehicle A on the second traveling path K2. When the determination is YES, the preceding vehicle B is set as the lock-on target vehicle in step S95, and the second traveling path is generated based on the preceding vehicle B, while the determination is NO.
In this case, in step S96, the preceding vehicle A is directly set as the lock-on target vehicle, and the second traveling path is generated based on the preceding vehicle A. On the other hand, when the determination in step S91 has passed the NO predetermined time t, it is determined in step S97 whether the preceding vehicle C is present on the first traveling path K1. If the determination is YES, step S98 In the preceding vehicle C
Is set as the lock-on target vehicle, the second traveling path is generated based on the preceding vehicle C, and if the determination is NO, step S
At 99, it is determined that the lock-on target vehicle is lost. When the determination in step S92 is YES, that is, when the turning radius R2 of the second traveling path K2 is smaller than the predetermined value Ra, or when the determination in step S93 is YES, that is, the lock-on target vehicle A is the first traveling path. When the vehicle is stopped after being out of K1, the process also goes to step S97.

In the modified example, the lock-on target vehicle A, which is the preceding vehicle, deviates from the first traveling path K1, and the radius of curvature R1 of the first traveling path K1 and the radius of curvature R2 of the second traveling path K2 are equal to each other. When they differ, a predetermined time t from the time when the lock-on target vehicle A deviates from the first traveling path K1, that is, the time until the vehicle M arrives at a point where the preceding vehicle A deviates from the first traveling path K1. Identifies the preceding vehicle closest to the host vehicle M among the preceding vehicles existing on the second traveling path K2, and the lock-on target vehicle A does not return to the first traveling path K1 when the predetermined time t has elapsed. At this time, the preceding vehicle closest to the host vehicle M is identified from the preceding vehicles present on the first traveling path K1, so that an interrupted vehicle or the like on the curved road can be detected early and The target area for detecting a preceding vehicle is always One of the advancing path only enough can be detected correspondingly the preceding vehicle with high precision and quickly.
Further, the radius of curvature R2 of the second traveling path K2 is a predetermined value Ra.
When it is smaller, it is considered that the lock-on target vehicle A did not enter the curved road but made a sharp turn for some purpose, or when the lock-on target vehicle A was on the first traveling path K1.
When the vehicle stops after being deviated from the preceding vehicle, the preceding vehicle most dangerous to the own vehicle is identified from the preceding vehicles existing on the first traveling path K1. Therefore, the erroneous detection of the preceding vehicle based on the incorrect traveling path is performed. Can be prevented.

In the first embodiment, as the radar device 7, a scan type device which scans far infrared rays as a radar wave in a horizontal direction at a relatively wide angle is used. The present invention can be similarly applied to a radar device that detects an obstacle only within an angle range and is configured to rotate the radar device by an actuator around a vertical axis. Further, in the first embodiment, when identifying the lock-on target vehicle from the preceding vehicles C existing on the first traveling path K1 and the preceding vehicles A and B existing on the second traveling path K2, According to the size of the inter-vehicle distance between the car and each preceding vehicle, the preceding vehicle is identified, but instead of the inter-vehicle distance, the relative speed between the own vehicle and each preceding vehicle is large or small.
Alternatively, the preceding vehicle may be identified according to both the inter-vehicle distance and the relative speed. When the preceding vehicle is identified according to both the inter-vehicle distance and the relative speed, first, using the map shown in FIG. 13, the deceleration control amount is obtained according to the inter-vehicle distance and the relative speed to each preceding vehicle, The vehicle with the largest deceleration control amount may be determined as the vehicle that is most subject to lock-on. Next, a second embodiment of the present invention will be described with reference to FIGS. 14 to 19. In the first embodiment, the first traveling road estimating means 22 causes the information regarding the traveling state of the own vehicle (for example,
The vehicle speed, the steering angle of the steering wheel, the yaw rate, etc.) are received, and the first traveling path of the host vehicle is estimated based on the received vehicle speed. In the second embodiment, the first traveling path estimating means 30 is used. The first traveling path of the own vehicle is estimated by using a stationary object such as a roadside reflector provided on the roadside of the road. Hereinafter, only the parts different from the first embodiment will be described,
Description of the same parts will be omitted.

As shown in FIG. 14, the first traveling path estimating means 30 first receives an output of the radar device 7 and detects an object existing in front of the own vehicle, and an object detecting means 31. Of the stationary object existing in front of the host vehicle, and the output of the stationary object detection unit 32. Based on the following equation, the first traveling route second estimating means 33 for estimating the traveling route (curvature radius R12) of the vehicle is provided. Here, the attributes of the stationary object are the distance L between the own vehicle and the stationary object, the azimuth φ of the stationary object viewed from the own vehicle, the relative speed v between the own vehicle and the stationary object, and the lateral movement speed vt. , And can be easily detected based on the signals from the vehicle speed sensor 12 and the steering angle sensor 13. R12 = L · (v · cosφ / vt−sinφ) Further, the first traveling path estimating means 30 estimates the traveling path (curvature radius R11) of the host vehicle based on the vehicle speed v and the steering angle θ by the following equation. When the output of the traveling path first estimating means 34 and the radar device 7 is received and there is no stationary object in front of the host vehicle,
And a selecting unit 35 for selecting the traveling route estimated by the first traveling route first estimating unit 34. This 1st path 1st
The estimating unit 34 includes a slip angle calculating unit 34a that detects the slip angle β1 of the host vehicle according to the following equation.

R11 = (1 + A · v ² ) · N · L / θ β1 = [{-1 + m / 2mL·Lf / (Lr · kf) · v ² } / (1 + A ·
v ² )] ・ Lr / L ・ θ / N where A: Stability factor N: Steering gear ratio L: Wheel base Lf: Distance between vehicle center of gravity and front wheels Lr: Between vehicle center of gravity and rear wheels Distance m: vehicle mass kf: cornering power per rear wheel Then, the first traveling path first estimating means 34 takes the slip angle β1 into consideration when estimating the first traveling path. That is, the area Φ1 of the angle at which the stationary object at the distance Li should be visible from the host vehicle is calculated by the following equation. Φ1 = Li / 2R11−β1 Further, signals from the object detecting means 31 and the selecting means 35 of the first route estimating means 30 are output to the preceding vehicle identifying means 23.

Next, referring to FIG. 15, the contents of control relating to the estimation of the first traveling route by the first traveling route estimating means 30 will be described. First, the first traveling path first estimating means 34 calculates the radius of curvature R11 and the slip angle β1 of the first traveling path according to the vehicle speed and the steering angle by the following equation (step T).
1). R11 = (1 + A ・ v ² ) ・ N ・ L / θ β1 = [{-1 + m / 2mL ・ Lf / (Lr ・ kf) ・ v ² } / (1 + A ・
v ² )] ・ Lr / L ・ θ / N where A: Stability factor N: Steering gear ratio L: Wheel base Lf: Distance between vehicle center of gravity and front wheels Lr: Between vehicle center of gravity and rear wheels Distance m: vehicle mass kf: cornering power per rear wheel Next, the stationary object detection means 32 determines whether or not the object existing in front of the vehicle detected by the object detection means 31 is a stationary object. (Step T2) If there is a stationary object, the first traveling path second estimating means 33 calculates the radius of curvature R12 of the first traveling path based on the attribute of the stationary object by the following equation (step T3).

R12 = L (vcosφ / vt-si
nφ) An equation for estimating the first traveling path (curvature radius R12) based on the attribute of the stationary object is derived as follows (see FIG. 16). Here, L is the distance from the host vehicle M to the stationary object, φ is the azimuth of the stationary object with respect to the host vehicle M, v is the relative speed, and vt is the lateral moving speed. sin θ = h / (R12 + x) h = L · cos φ (R12 + x) · cos φ = R12 + L · sin φ R12 + x = (R12 + L · sin φ) / cos θ sin θ = (L · cos φ · cos θ) / (R12 + L
・ Sinφ) sinθ ・ (R12 + L ・ sinφ) = L ・ cosφ ・
cos θ R12 = −L · sin φ + L · cos φ · cos θ / s
inθ = L · cosφ · (1 / tanθ) −L · sinφ = L · (v / vt · cosφ−sinφ) Thus, the curvature of the first traveling path estimated by the first traveling path second estimating means 33. The first traveling path is estimated based on the radius R12 (step T4).

On the other hand, if there is no stationary object, the slip angle calculating means 34a calculates the slip angle (step T5).
The radius of curvature R11 of the first traveling path estimated by the estimating means 34
The first traveling path is estimated based on (step T4). The second embodiment is basically an example of control performed using one stationary object, but according to the second embodiment, when there are a plurality of stationary objects in front of the vehicle, The first traveling path can be estimated as follows using the plurality of stationary objects. 17 and 18, first, the object identification number i is reset to i = 0 (step T1).
1) Then, the object identification number i is incremented to i + 1 (step T12). Then, it is determined whether or not the object identification number i is equal to the total number of objects (object-max) +1 (step T13). If they are not equal, it is determined whether or not the relative speed vi is equal to the own vehicle speed v ( Step T14). If the relative speed vi is equal to the vehicle speed v,
The following equation is used to estimate the first traveling path based on the attributes of each stationary object (for example, the distance Li from the own vehicle to the stationary object, the direction φi of the stationary object with respect to the own vehicle, the relative speed vi, and the lateral movement speed vti). (Step T1
5) and returns to step T12. On the other hand, if the relative speed vi is not equal to the vehicle speed v, it is a moving object, and therefore the radius of curvature Ri of the first traveling path is set to infinity (step T1).
6) and returns to step T12.

R12i = Li · (vi · cos φi / v
ti-sin φi) On the other hand, if the object identification number i is equal to the total number of objects (object-max) +1 in step T13, the number of stationary objects is 3
It is judged whether or not there are three or more (step T17), and if there are three or more, three stationary objects are selected in order from the object existing at the farthest distance (step T18), and those radii of curvature R121, R122, R123 are selected. The average value R12 is set as the radius of curvature of the first traveling path (step T19), and the first traveling path is estimated (step T20). If there are not three or more stationary objects, the first traveling path first estimating means 34 calculates the radius of curvature R11 from the vehicle state quantity to estimate the first traveling path (step T21), and calculates the slip angle (step T22). ), Estimating the first traveling path (step T2)
0). Further, in this second embodiment, the contents after step T17 shown in FIG. 18 can be made as follows. As shown in FIG. 19, in step T13 (see FIG. 17), the object identification number i is the total number of objects (object-
When it is equal to (max) +1, it is determined whether the R flag is 1 (step T31), and when the R flag is not 1, it is determined whether three or more stationary objects exist (step T32). Here, the reason why the R flag = 1 is determined is to shift to step T32 at the initial stage.

If it is determined in step T32 that there are three or more stationary objects, the three stationary objects are selected in order from the object located at the farthest distance (step T33), and the distance La between the vehicle M and each object is calculated. Lb and Lc are calculated (step T3
4), each radius of curvature R12 estimated from each of these objects
The average value R12 of 1, R122 and R123 is estimated as the radius of curvature of the first traveling path (step T35), the R flag is set to 1 (step T36), and the first traveling path is estimated (step T37). If there are not three or more stationary objects, the radius of curvature R11 of the first traveling path is estimated from the running state amount (vehicle speed, steering angle) of the host vehicle M (step T38), and the slip angle is calculated (step T39). The first traveling path is estimated (step T37). On the other hand, if it is determined in step 31 that the R flag is 1, step T40
After calculating the inter-object distance data La ′, Lb ′, Lc ′ of the same object selected in step T33,
It is determined whether or not they are equal by comparing with the previous data between objects (step T41). If they are equal to the previous inter-object data, they are stationary objects. Therefore, in the case of stationary objects, the average value of the curvature radii of the traveling paths estimated from those objects is calculated (step T42), The traveling path is estimated (step T37). On the other hand, if it is not equal to the previous inter-object data, the process proceeds to step T32.

As described above, in the second embodiment of the present invention, the stationary object ahead of the host vehicle is detected, and the first traveling path second estimating means 33 causes the host vehicle to proceed in the future based on the attribute of the stationary object. Since the estimated first traveling path is estimated, the stationary vehicle in front of the own vehicle detected by the object detection means 31 is effectively used and the own vehicle travels in the future without using the yaw rate sensor. It is possible to estimate the first path of travel. Further, according to the second embodiment, the distance between the own vehicle and the stationary object, which can be easily detected as the attribute of the stationary object, the direction of the stationary object as seen from the own vehicle, the relative speed between the own vehicle and the stationary object, The lateral traveling speed can be used to estimate the first traveling path. Further, in the second embodiment, the first traveling road second estimating means 33 estimates the first traveling road, and the first traveling road first estimating means 34 uses the vehicle state quantities such as the vehicle speed and the steering angle. Since the first traveling path is also estimated, when there is no stationary object in front of the host vehicle, the first traveling path first estimating means 34 can be used to constantly estimate the traveling path. It will be possible. Further, according to the second embodiment, since the slip angle of the host vehicle is calculated, when there is no stationary object in front of the host vehicle, the slip angle is set to the estimated value by the first traveling path first estimating means 34. In consideration of this, the first traveling path of the own vehicle can be estimated.

Further, according to the second embodiment, the first traveling path of the vehicle is estimated based on the attributes of the plurality of stationary objects, so that the first traveling path can be estimated accurately. Next, a third embodiment of the present invention will be described with reference to FIGS. The third embodiment is provided on the roadside of the first embodiment in which the first traveling path of the own vehicle is estimated based on the information on the traveling state of the own vehicle (for example, vehicle speed, steering wheel steering angle, yaw rate, etc.). Unlike the second embodiment in which the first traveling path of the own vehicle is estimated using a stationary object such as a roadside reflector, the first traveling of the own vehicle is performed based on the information regarding the traveling state of the preceding vehicle traveling in front of the own vehicle. It is designed to estimate the road. Hereinafter, only the parts different from the first embodiment will be described, and the description of the same parts will be omitted. 20 is a flowchart showing the basic control contents of the estimation of the first traveling path of the own vehicle according to the third embodiment, FIG. 21 is a flowchart showing the subroutine of step P4 of FIG. 20, and FIG. Fig. 2 shows the case where the vehicle is traveling in the same lane as the vehicle.
3 shows a case where the preceding vehicle is traveling in the adjacent lane of the own vehicle. First, the basic control contents for estimating the first traveling path of the own vehicle according to the third embodiment will be described with reference to FIG.

In FIG. 20, first, it is determined whether or not there is a stationary object in front of the vehicle (step P1). If the stationary object exists, the first traveling path of the own vehicle is estimated based on the attribute of the stationary object (step P2). The method of estimating the first traveling path of the own vehicle based on the attribute of the stationary object is the same as that in the case of the second embodiment described above, and thus the description thereof will be omitted. On the other hand, if there is no stationary object,
In step P3, it is determined whether or not a moving object, that is, a preceding vehicle exists in front of the own vehicle. When the moving object exists, the first traveling path of the own vehicle is estimated based on the traveling state of the preceding vehicle which is the moving object (step P4). The detailed content of step P4 for estimating the first traveling path of the own vehicle based on the traveling state of the preceding vehicle will be described with reference to FIG. In the third embodiment, the first traveling path of the own vehicle is estimated by dividing the case where the preceding vehicle is traveling in the same lane as the own vehicle and the case where the preceding vehicle is traveling in the adjacent lane of the own vehicle. I am trying to do it. In FIG. 21, first, dθ / dL is calculated (step P11). Here, as shown in FIGS. 22 and 23, L is the inter-vehicle distance between the host vehicle M and the preceding vehicle A, and θ is the straight line connecting the host vehicle M and the preceding vehicle A in the traveling direction of the host vehicle M (front-rear center). Angle). Next, it is determined whether or not the value of dθ / dL is the same as the value of the previous time and the value of the time before last (step P12). If they are the same, it is considered that the preceding vehicle M is traveling in the same lane as the own vehicle M, so the process proceeds to step P13, where R = 1 / (2dθ / dL) is set, and the first traveling path of the own vehicle is set. Is estimated (step P14).

Here, as shown in FIG. 22, when the preceding vehicle M is traveling in the same lane as the own vehicle M, there is the following relationship, and the above R = 1 / (2dθ / dL) is obtained. To be L = 2h h = R · sin θ L = 2R sin θ R = 1 / (2 sin θ / L) ≈1 / (2θ / L) where sin θ≈θ Next, in step 12, the value of dθ / dL is the value of the previous time and the value of the previous two times. If it is determined that the preceding vehicle A is not in the same lane, it is considered that the preceding vehicle A is traveling in the lane adjacent to the own vehicle M, and the process proceeds to step P15. Here, the own vehicle M and the preceding vehicle A
It is determined whether or not the amount of change in the inter-vehicle distance L with is positive. If the change amount of the inter-vehicle distance L is positive, dθ is set in Step P16.
It is determined whether or not / dL has decreased, and if it has decreased, it is considered that the preceding vehicle A is traveling in an adjacent lane outside the lane of the own vehicle, so the routine proceeds to step P17, where R
= 1 / {2 (dθ / dL−d / L ² )} is set and the first traveling path of the own vehicle is estimated (step P14). When it is determined in step P16 that dθ / dL is not small, it is considered that the preceding vehicle A is traveling in the adjacent lane inside the lane of the own vehicle, so the process proceeds to step P18. R = 1 / {2 (dθ / dL + d / L ² )} is set, and the first traveling path of the own vehicle is estimated (step P14).

Next, when it is determined in step P15 that the amount of change in the inter-vehicle distance L between the own vehicle M and the preceding vehicle M is not positive, it is determined in step P19 whether dθ / dL has decreased. If it becomes smaller, it is considered that the preceding vehicle M is traveling in an adjacent lane inside the lane of the own vehicle, so the process proceeds to step P18 and R = 1 / {2 (d
θ / dL + d / L ² )}, and estimates the first traveling path of the own vehicle (step P14). In Step P19, d
If it is determined that θ / dL is not small, it is considered that the preceding vehicle M is traveling in an adjacent lane outside the lane of the own vehicle, so the routine proceeds to step P17, where R = 1.
/ {2 (dθ / dL-d / L ² )} is set, and the first traveling path of the own vehicle is estimated (step P14). Here, FIG.
As shown in FIG. 3, when the preceding vehicle M is traveling in the adjacent lane outside the own vehicle M, the following relationships are established, and R = 1 above.
/ {2 (dθ / dL−d / L ² )} is obtained. Here, d represents the distance for one lane (about 3.5 m). R ² + L ² -2RL · cos (90 ° −θ ′) = (R +
d) ² R ² + L ² -2RL · sin θ ′ = R ² + 2Rd + d ² L ² −2RL · sin θ ′ = 2Rd + d ² L ² −d (2R + d) = 2RL · sin θ′≈2RL ·
θ dθ / dL = 1 / 2R + d / L ² · (2R + d) / 2R
≈1 / 2R + d / L ² R = 1 / {2 (dθ / dL−d / L ² )} However, sin θ′≈θ, (2R + d) / 2R≈1 In addition, the preceding vehicle M is located inside the own vehicle M. Similarly, when traveling in an adjacent lane, the above R = 1 / {2 (dθ / d
L + d / L ² )} is obtained.

As described above, in the third embodiment of the present invention, a stationary object (for example, a roadside reflector) is placed in front of the host vehicle.
When there is a stationary object, the first traveling path of the vehicle is estimated based on the attribute of the stationary object. On the other hand, when there is no stationary object, the traveling state of a preceding vehicle traveling in front of the vehicle is estimated. Since the first traveling path of the own vehicle is estimated based on the information, it is possible to always estimate the first traveling path with high accuracy. In addition, in the third embodiment, the first traveling path of the own vehicle is divided into a case where the preceding vehicle is traveling in the same lane as the own vehicle and a case where the preceding vehicle is traveling in the adjacent lane of the own vehicle. Therefore, the first traveling path can be estimated with high accuracy.

[0035]

As described above, according to the vehicle travel control device of the present invention, it is possible to appropriately detect the preceding vehicle on the traveling road when the estimation of the traveling direction of the vehicle is unstable. it can. Further, according to the present invention, the first traveling path predicted based on the traveling state of the own vehicle and the second traveling path predicted based on the position of the preceding vehicle are used together, so that the curved road With, it is possible to detect a vehicle that comes in between the preceding vehicle and the own vehicle at an early stage.

[Brief description of drawings]

FIG. 1 is a block diagram showing the overall configuration of a first embodiment of a vehicle travel control device according to the present invention.

FIG. 2 is a block diagram showing a control unit according to the first embodiment of the present invention.

FIG. 3 is a flowchart showing a main routine of control during follow-up traveling according to the first embodiment of the present invention.

FIG. 4 is a flowchart showing a subroutine for estimating a first traveling path according to the first embodiment of the present invention.

FIG. 5 is a flowchart showing a subroutine for registering a lock-on target vehicle according to the first embodiment of the present invention.

FIG. 6 is a flowchart showing a subroutine of lock-on execution according to the first embodiment of the present invention.

FIG. 7 is a partial view of a flowchart showing a subroutine for changing and releasing lock-on according to the first embodiment of the present invention.

FIG. 8 is a partial view of a flowchart showing a subroutine for changing and releasing lock-on according to the first embodiment of the present invention.

FIG. 9 is a diagram for explaining estimation of a second traveling path according to the first embodiment of the present invention.

FIG. 10 is a diagram showing a state in which the first traveling road and the second traveling road are different from each other.

FIG. 11 is a view corresponding to FIG. 8 showing a modification of the first embodiment of the present invention.

FIG. 12 is a diagram showing a map for setting a predetermined value Ra in the first embodiment of the present invention.

FIG. 13 is a diagram showing a relationship between an inter-vehicle distance and a relative speed and a deceleration control amount in the first embodiment of the present invention.

FIG. 14 is a block diagram showing a control unit according to a second embodiment of the present invention.

FIG. 15 is a flowchart showing the flow of control according to the second embodiment of the present invention.

FIG. 16 is an explanatory diagram of estimation of a radius of curvature of a traveling path based on attribute data of a stationary object according to the second embodiment of the present invention.

FIG. 17 is a part of a flowchart according to a modification of the second embodiment of the present invention.

FIG. 18 is a part of a flowchart according to a modification of the second embodiment of the present invention.

FIG. 19 is a part of a flowchart according to another modification of the second embodiment of the present invention (corresponding to FIG. 18).

FIG. 20 is a flowchart showing the basic control contents according to the third embodiment of the present invention.

FIG. 21 is a flowchart showing a subroutine of the third embodiment of the present invention.

FIG. 22 is a diagram showing a state in which the preceding vehicle is traveling in the same lane as the own vehicle in the third embodiment of the present invention.

FIG. 23 is a diagram showing a state in which the preceding vehicle is traveling in the adjacent lane of the own vehicle in the third embodiment of the present invention.

[Explanation of symbols]

 4 control unit 7 radar device 12 vehicle speed sensor 13 rudder angle sensor 14 yaw rate sensor 18 lock-on switch 22 first traveling road estimating means 23 preceding vehicle identifying means 24 second traveling road estimating means 30 first traveling road estimating means 31 object detecting means 32 stationary object detecting means 33 first traveling road second estimating means 34 first traveling road first estimating means 35 selecting means M own vehicle A, B, C preceding vehicle

Front page continued (72) Inventor Satoru Ando 3-1, Shinchu, Fuchu-cho, Aki-gun, Hiroshima Prefecture Mazda Co., Ltd. (72) Inventor, Kazunori Okuda 3-3-1 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture (72) ) Inventor Toshihiro Ishihara 3-1, Shinchi Fuchu-cho, Aki-gun, Hiroshima Prefecture Mazda Co., Ltd. (72) Inventor Takahiro Inada 3-3 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture (72) Inventor Tsunehisa Okuda Hiroshima 3-1, Shinchi, Fuchu-cho, Aki-gun, Makida

Claims (8)

[Claims] 1. An object detecting means for detecting an object existing in front of the own vehicle, a first traveling road estimating means for estimating a first traveling road on which the own vehicle should travel, and an object detecting means for detecting the first traveling road. Based on a preceding vehicle identifying means for identifying a preceding vehicle that is a target vehicle of the own vehicle from preceding vehicles existing on the first traveling path, and based on the preceding vehicle at least when the preceding vehicle deviates from the first traveling path A second traveling road estimating means for estimating a second traveling road of the host vehicle, wherein the preceding vehicle identifying means is a leading vehicle existing on the first traveling road when the preceding vehicle deviates from the first traveling road. Car and above second
A traveling control device for an automobile, which is provided so as to identify a preceding vehicle that is a target vehicle of the own vehicle from among preceding vehicles existing on a traveling road. 2. The vehicle traveling control device according to claim 1, wherein the first traveling path estimating means is provided so as to estimate the first traveling path based on a traveling state of the vehicle. 3. A stationary object determining means for determining whether or not an object existing on the first traveling path is a stationary object, and the first traveling path estimating means is configured to detect the stationary object by the stationary object determining means. The vehicle traveling control device according to claim 1, wherein the traveling control device is provided so as to estimate the first traveling path based on the determined attribute of the stationary object. 4. The preceding vehicle identifying means is provided so as to identify the preceding vehicle as a target vehicle to be followed, and the second traveling path estimating means is configured to identify the preceding vehicle based on the preceding vehicle identified as the target vehicle. The traveling control device for a vehicle according to claim 1, which is provided so as to estimate two traveling paths. 5. The preceding vehicle identifying means detects the number of preceding vehicles existing on the second traveling road from the time when the preceding vehicle deviates from the first traveling path to the time when the vehicle arrives at a point deviating from the first traveling path. If the preceding vehicle that is the target vehicle of the own vehicle is not identified and the preceding vehicle does not return to the first traveling path before the vehicle arrives at the time when the vehicle deviates from the inside, the preceding vehicles existing on the first traveling path thereafter. The second traveling path estimating means is provided so as to identify a preceding vehicle that is a target vehicle of the own vehicle from among the vehicles, and the second traveling path estimating means performs the second traveling based on the identified preceding vehicle that is the target vehicle of the own vehicle. The vehicle travel control device according to claim 1, which is provided so as to estimate a road. 6. The preceding vehicle identifying means, when there is a preceding vehicle to be followed by the own vehicle on the first traveling path or the second traveling path than the preceding vehicle identified as the following object vehicle. The vehicle traveling control device according to claim 4, wherein the vehicle is provided so as to identify a preceding vehicle that should be the following target vehicle as the following target vehicle. 7. The vehicle traveling control device according to claim 1, wherein the first traveling path estimating means is provided so as to estimate the first traveling path based on a preceding vehicle existing ahead of the own vehicle. 8. The vehicle traveling control device according to claim 1, wherein the second traveling path estimated by the second traveling path estimating means is a connection between the own vehicle and the preceding vehicle having a predetermined width.