JPH08263791A - Vehicle controller - Google Patents

Abstract

PURPOSE: To prevent a driver from getting a lost sense or troublesomeness feeling by aborting steering control when follow-up traveling control is started during the period of the steering control and starting the steering control when a forward traveling vehicle can not be detected during the period of the follow-up traveling control. CONSTITUTION: A steering control part SC is provided with a reference yaw rate calculating means 11 and a steering control means 14. A steering torque adding means 15 drives a steering means 16 based upon a signal from the means 14 to assist a driver. When a follow-up start switch 19 on a follow-up traveling control part FC is depressed, a follow-up traveling control means 20 controls a vehicle speed adjusting means 21 based upon a signal from a radar sensor 17 to start follow-up traveling. When steering control is executed by the control part SC at the time, the steering control is aborted. When a forward traveling vehicle detecting means 18 loses the sight of a forward traveling vehicle, the follow-up traveling of the control part FC is aborted and steering control is restarted if it is aborted.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle control device that achieves both control for preventing a vehicle from departing from a road by using a navigation system and follow-up running control for making a vehicle follow a preceding vehicle.

[0002]

2. Description of the Related Art Based on map data obtained by a navigation system, it is determined whether or not a vehicle can pass without departing from a road ahead of the vehicle in the traveling direction. Various control devices for performing steering control and vehicle speed control have been proposed. In addition, various follow-up running control devices have been proposed which detect a preceding vehicle with a radar or the like and perform an inter-vehicle distance control so as to maintain a constant inter-vehicle distance to the preceding vehicle.

[0003]

However, if the control for preventing the vehicle from deviating from the road and the follow-up running control for making the vehicle follow the preceding vehicle are performed at the same time, for example, during the following running control, the driver can If the steering control is started while steering is performed so as to trace the traveling locus, the driver may feel uncomfortable. Also, if both controls are switched manually each time, for example, when the preceding vehicle is lost during follow-up cruise control, the driver may forget to switch to the control to prevent the vehicle from departing from the road, or the driver may feel annoyed. There's a problem.

The present invention has been made in view of the above circumstances, and makes it possible to achieve both control for preventing the vehicle from departing from the road using a navigation system and follow-up running control for making the vehicle follow the preceding vehicle. An object is to provide a possible vehicle control device.

[0005]

In order to achieve the above object, a vehicle control device according to a first aspect of the present invention includes a map information output means for outputting map information including a road on which a vehicle travels, and a map information output means on the map. A vehicle position detecting means for detecting a vehicle position, a traveling state detecting means for detecting a traveling state of the vehicle,
Steering means for steering the steered wheels of the vehicle, steering torque adding means for adding steering torque to the steering means, and steering torque based on the running state of the vehicle and the road shape in front of the vehicle position on the road. Steering control means for determining the additional amount and driving the steering torque adding means based on this steering torque additional amount, front vehicle detecting means for detecting an inter-vehicle distance and / or relative speed with respect to a front vehicle, Starts the follow-up running control by the follow-up running control means during the steering control by the steering control means and the follow-up running control means for controlling the inter-vehicle distance to follow the preceding vehicle in accordance with the inter-vehicle distance and / or the relative speed with the vehicle. And a control switching means for starting the steering control by the steering control means when the preceding vehicle cannot be detected during the following travel control by the following travel control means. And butterflies.

A vehicle control device according to a second aspect of the present invention includes map information output means for outputting map information including a road on which the vehicle travels, and vehicle position detection means for detecting a vehicle position on the map. Vehicle speed detection means for detecting the vehicle speed, passage suitability determination means for determining the passage suitability of the vehicle based on the vehicle speed and the road shape in front of the vehicle position on the traveling road, and vehicle speed control based on the determination of the passage suitability Vehicle speed control means,
Front vehicle detecting means for detecting the inter-vehicle distance and / or relative speed with respect to the preceding vehicle, and controlling the following distance according to the following distance and / or relative speed with respect to the preceding vehicle to follow the preceding vehicle. When the follow-up running control means starts the follow-up running control by the follow-up running control means and the vehicle speed control means, the vehicle speed control is stopped and the preceding vehicle is detected during the follow-up running control by the follow-up running control means. And a control switching means for starting the vehicle speed control by the vehicle speed control means when it becomes impossible.

[0007]

According to the first aspect of the present invention, the steering control means adds the steering torque determined based on the traveling state of the vehicle and the road shape in front of the vehicle position on the traveling road to the steering means, whereby the vehicle is controlled. Steering control is performed so that the vehicle does not deviate from the road. The following traveling control means controls the vehicle to follow the preceding vehicle by controlling the following distance according to the following distance and / or the relative speed with respect to the preceding vehicle. When the follow-up running control by the follow-up running control means is started during the steering control by the steering control means, the steering control is stopped, and when the preceding vehicle cannot be detected during the follow-up running control by the follow-up running control means, the steering control is started. .

According to the second aspect of the present invention, the vehicle speed control means enables the vehicle to pass through the curve in accordance with the judgment as to whether or not the vehicle is suitable for passing based on the vehicle speed and the road shape ahead of the vehicle position on the traveling road. Car speed control etc. The following traveling control means controls the vehicle to follow the preceding vehicle by controlling the following distance according to the following distance and / or the relative speed with respect to the preceding vehicle. The vehicle speed control is stopped when the following traveling control is started by the following traveling control means during the vehicle speed control by the vehicle speed control means, and the vehicle speed control is started when the preceding vehicle cannot be detected during the following traveling control by the following traveling control means. .

[0009]

Embodiments of the present invention will be described below with reference to the drawings.

1 to 7 show a first embodiment corresponding to the invention described in claim 1. FIG. 1 is a block diagram showing the overall construction of the device of the present invention, and FIG. 2 is a steering control routine. FIG. 3 is a flow chart, FIG. 3 is an explanatory diagram of a method for obtaining the azimuth change amount θ of the road, FIG. 4 is a graph showing the relationship between the deviation D and the steering assist torque T, and FIG. 5 is a graph showing the steering angle θ _ST and the steering assist torque T. FIG. 6 is a graph showing the relationship, FIG. 6 is a flow chart of the follow-up running control routine, and FIG.

In FIG. 1, NV is an automobile navigation system, which includes an inertial navigation device 3 to which signals from a yaw rate sensor 1 and a vehicle speed sensor 2 are input, and an IC.
Map information output means 4 using a card or CD-ROM,
Map matching processing means 5 for superposing the running locus of the vehicle output by the inertial navigation device 3 and the map information output by the map information output means 4, a GPS unit 7 to which a signal from a GPS antenna 6 is input, and map matching. Own vehicle position detecting means 8 for detecting the own vehicle position based on the position coordinates output by the processing means 5 and the position coordinates output by the GPS unit 7, and destination coordinates and own vehicle position detecting means from the destination input means 9. Route search means 10 for searching a route to the destination based on the vehicle position coordinates from 8.

SC is a steering control unit, which sets a yaw rate estimated to occur when traveling on a road ahead of the vehicle based on the shape of the road searched by the route searching means 10 as a reference yaw rate γ _REF . The reference yaw rate calculation means 11 and the steering control means 14 for comparing the actual yaw rate γ detected by the yaw rate sensor 1 with the reference yaw rate γ _REF to calculate the steering assist torque T according to the deviation D between the two yaw rates γ _REF and γ. With. The steering torque adding means 15 generates a predetermined steering assist torque T based on a signal from the steering control means 14 to operate the steering means 16 to assist the driver to easily steer the steered wheels in a predetermined direction. To do. The steering torque adding means 15 is, for example, an actuator of an electric power steering device.

FC is a follow-up running control unit, which detects a preceding vehicle and a forward running vehicle which detects the presence or absence of a preceding vehicle, an inter-vehicle distance, a relative speed, etc. based on a signal from the radar sensor 17. Vehicle detecting means 18 and preceding vehicle detecting means 1
8, a follow-up running control means 20 for causing the own vehicle to follow the preceding vehicle on the basis of signals from the vehicle speed sensor 2 and the follow-up start switch 19. The vehicle speed adjusting means 21 adjusts the vehicle speed based on the signal from the following traveling control means 20, and keeps the distance between the own vehicle and the preceding vehicle constant. Vehicle speed adjustment means 2
Reference numeral 1 is, for example, a known auto cruise device.

The control switching means 22 connected to the steering control means 14 of the steering control section SC and the follow-up running control means 20 of the follow-up running control section FC includes a signal follow-up start switch 19 from the preceding vehicle detecting means 18. Signal is input.

Next, the function of the steering control section SC will be described with reference to the flowchart of FIG.

First, the navigation system NV reads the vehicle position on the map and road data ahead of the vehicle position (steps S1 and S2).

As is apparent from FIG. 3, the route searching means 1
The road in front of the vehicle searched at 0 is composed of a set of a large number of nodes N, from which the first to fourth reference nodes N
Extract ₁ , N ₂ , N ₃ and N ₄ . At this time, the second reference node N ₂ is set to the own vehicle position detected by the own vehicle position detecting means 8, the first reference node N ₁ is located in front of the second reference node N ₂ , and the third reference node N _{3 is set.} Is the second reference node N ₂
The fourth reference node N ₄ is located in front of
It is set to the front of ₃ respectively.

Assuming that the road shape is a curve and the four reference nodes N _{1 to} N ₄ exist substantially on a circular arc, the second reference node N ₂ from the vehicle position to the next reference node N ₂ Three
The azimuth change amount θ to the reference node N ₃ is obtained as follows (step S3).

First, the first reference node N ₁ (X ₁ , Y ₁ )
When the second reference node _{N 2 (X 2, Y 2} ) and the vector V ₁₂ connecting (X _12, Y _12), the second reference node N ₂ (X _2, Y
₂ ) and the third reference node N ₃ (X ₃ , Y ₃ ) connecting the vector V ₂₃ (X ₂₃ , Y ₂₃ ), and the third reference node N 3.
₃ (X ₃ , Y ₃ ) and the fourth reference node N ₄ (X ₄ , Y ₄ ).
A vector V ₃₄ (X ₃₄ , Y ₃₄ ) connecting with and is calculated.

[0020] At this time, when the angle formed by the vector V ₁₂ and the vector V ₂₃ and theta _1, from the inner product of the vector V ₁₂ and the vector _{V 23, X 12 · X 23} + Y 12 · Y 23 = (X 12 2 + Y ₁₂ ² ) ^1/2 · (X ₂₃ ² + Y ₂₃ ² ) ^1/2 · cos θ ₁ (1) holds, and the angle θ ₁ is obtained from this.

Further, the vector V_{twenty three}And vector V₃₄Success with
Angle θ₂Then, the vector V _{twenty three}And vector V₃₄
From the dot product of X_{twenty three}・ X₃₄+ Y_{twenty three}・ Y₃₄ = (X_{twenty three} ²+ Y_{twenty three} ²)^1/2・ (X₃₄ ²+ Y₃₄ ²)^1/2・ Cos θ₂… (2) is established, and from now on the angle θ₂Is required.

Accordingly, from the second reference node N ₂ to the third reference node
The azimuth change amount θ to the reference node N ₃ is given by θ = (θ ₁ + θ ₂ ) / 2 (3).

As described above, the azimuth change amount θ of the road
When the azimuth angle change amount θ between the second node N ₂ and the third node N ₃ is calculated, the vehicle determines the azimuth angle change amount θ from the second reference node N ₂ to the third reference node N 3. _The reference yaw rate γ _REF is calculated by dividing by the time δt required to travel up to ₃ (step S4).

Γ _REF = θ / δt (4) Next, the actual yaw rate γ is read from the yaw rate sensor 1 (step S5), and the reference yaw rate γ _REF obtained in step S4 and the actual yaw rate γ obtained in step S5 are compared. The deviation D = γ−γ _REF is calculated (step S6), and the steering assist torque T (T = kD) proportional to this deviation D is set (step S7). As shown in FIG. 4, for example, when the deviation D is positive, the steering assist torque T that steers the steering wheel to the right is given, and when the deviation D is negative, the steering wheel is A steering assist torque T for steering the vehicle to the left is given (step S8).

The broken line in FIG. 5 shows the steering characteristic in the normal state, and the steering assist torque T corresponding to the steering angle θ _ST of the steering wheel is generated. However, for example, the vehicle may deviate to the left in the route. In this case, the steering characteristic is controlled from the broken line state to the solid line state. As a result, the steering angle θ _ST = 0 without operating the steering wheel.
However, a predetermined steering assist torque T for steering the steered wheels to the right is generated to assist the vehicle to return to the correct route.

By performing such feedback control, even if the driving skill of the driver is inadequate or the driving ability is deteriorated due to fatigue or the like, it becomes easy to make the running trajectory of the vehicle follow the shape of the road, The possibility of the vehicle deviating from the road can be significantly reduced.

Next, the function of the following traveling control unit FC will be described with reference to FIG.
This will be described with reference to the flowchart of FIG.

First, when the follow-up start switch 19 of the follow-up running control unit FC is pressed (step S11), the preceding vehicle detecting means 18 detects the distance between the preceding vehicle and the preceding vehicle based on the signal from the radar sensor 17. The follow-up running control means 20 controls the vehicle speed adjusting means 21 so as to determine the relative speed with respect to the vehicle and maintain a predetermined inter-vehicle distance according to the relative speed, whereby the follow-up running control for the preceding vehicle is started. (Step S12). At this time, if the steering control section SC is performing the steering control (step S13), the steering control section SC suspends the steering control to avoid the interference between the two controls (step S14).

As shown in FIG. 7, when the preceding vehicle suddenly changes its course and leaves the range of the radar sensor 17, and the preceding vehicle detecting means 18 loses sight of the preceding vehicle (step S15). The following running control by the following running control unit FC is stopped (step S16). At this time, step S1
If the steering control is being performed in step 3 and the steering control is stopped in step S14 (step S17), the steering control is restarted (step S18). This allows
When the following traveling control is disabled, it is possible to quickly return to the steering control without performing a special operation.

On the other hand, when the steering control is not stopped in step S17, that is, when the steering control is not originally performed, a preceding vehicle or a new preceding vehicle that has once left the range of the radar sensor 17 is found. If done (step S
19), the follow-up traveling control for the found preceding vehicle is restarted.

8 to 14 show a second embodiment corresponding to the invention described in claim 2. FIG. 8 is an overall configuration diagram of the device of the present invention, FIG. 9 is a flowchart of a vehicle speed control routine, and FIG. 10 is an operation explanatory view when the vehicle speed is low, FIG. 11 is an operation explanatory view when the vehicle speed is high, FIG. 12 is an operation explanatory view when the road is in the passable area, and FIG. 13 is a case where the road is outside the passable area. And FIG. 14 is an explanatory diagram for obtaining a passable vehicle speed.

In FIG. 8, the navigation system N
The structure of V and the structure of the following traveling control unit FC are the same as those of the first embodiment, and the second embodiment is the steering control unit SC of the first embodiment.
The difference is that a cornering control unit CC is provided instead.

Based on the road shape searched by the route searching means 10 and the vehicle speed V _{0 of the} own vehicle, the cornering control unit CC determines whether or not a curve existing on the road ahead can be passed at the current vehicle speed V _0. Based on the determination of the passage suitability determination means 23 and the passage suitability determination means 23, the vehicle speed adjusting means 25 and / or the driver decelerating the vehicle speed by changing the engine output or the braking force so that the vehicle can pass through the curve. And a vehicle speed control means 24 for activating an alarm means 26 for issuing an alarm for prompting.

Next, the function of the cornering control unit CC will be described.
This will be described with reference to the flowchart of FIG.

First, the current vehicle position P ₀ (X ₀ , Y ₀ )
And the current vehicle speed V ₀ is detected (steps S21 and S2).
2). Next, the look-ahead distance S is calculated based on the vehicle speed V ₀ (step S23), and the own vehicle position P ₀ (X ₀ ,
Y ₀₎ and tentative position and a look-ahead distance S P ₁ (X _1,
Y ₁ ) is calculated (step S24). 10 and 1
As shown in FIG. 1, the temporary vehicle position P ₁ (X ₁ , Y ₁ ) is a reference position for determining whether or not the vehicle can pass a curve and setting a vehicle speed V _{MAX at which} the vehicle can pass the curve. If the vehicle speed V ₀ is too high and the vehicle cannot pass a curve ahead of the provisional vehicle position P ₁ (X ₁ , Y ₁ ), a sufficient deceleration distance can be secured so that the vehicle speed V ₀ The larger the value, the longer the setting.

Subsequently, the map is searched for the minimum turnable radius R of the vehicle based on the vehicle speed V ₀ (step S25). The minimum turnable radius R is large when the vehicle speed V ₀ is high, and is small when the vehicle speed V ₀ is low.

Then, the passable area A is calculated. That is, two circular arcs C ₁ and C ₂ having the same radius with the minimum turnable radius R as the radius are drawn so as to be in contact with each other at the temporary vehicle position P ₁ (X ₁ , Y ₁ ), and these two circular arcs C ₁ and C are drawn. Passable area A is set outside ₂ (step S26). As shown in FIG. 10, when the vehicle speed V ₀ is low, the minimum turnable radius R of the vehicle is small, so the passable area A is wide, and conversely, as shown in FIG. 11, when the vehicle speed V ₀ is high, the vehicle minimum V Since the turning radius R is large, the passable area A is narrow.

Then, it is determined whether or not a plurality of nodes N = N ₁ , N ₂ , N ₃ ... Set on the road are in the passable area A (step S27). As shown in FIG. 10, when the node N is in the passable area A,
It is determined that the vehicle can pass the curve at the current vehicle speed V ₀ , and conversely, when the node is outside the passable area A as shown in FIG. 11, the vehicle keeps the current vehicle speed V ₀ at the curve. Is judged to be unable to pass through.

Whether the node N is inside or outside the passable area A is determined as follows. FIG.
As shown in 2, if the distances L ₁ and L ₂ between the centers of the _two arcs C ₁ and C ₂ of radius R and the node N are both larger than the radius R, the node N is inside the passable area A. ,
It is determined that the node N can be passed at the current vehicle speed V ₀ . On the other hand, as shown in FIG. 13, if one of the distances L ₁ and L ₂ (for example, L ₂ ) between the center of _two arcs C ₁ and C ₂ of radius R and the node N is smaller than the radius R, the node N Is outside the passable area A, and it is determined that the node N cannot be passed at the current vehicle speed V ₀ .

As shown in FIG. 14, for example, the node N
₁, N₃Is inside the passable area A,
N₂If the car is outside the passable area A, the car remains
Speed V ₀Then it is impossible to pass. Therefore, the current vehicle speed V₀so
Area where all nodes N can pass to pass the curve
It must be inside A.

When it is judged that the vehicle cannot pass through the step S27, the maximum turning radius R'necessary for passing the curve is calculated (step S28). The maximum turning radius R ′ is such that all nodes N have their arcs C ₁ ′ and C ₂ ′.
Arc C ₁ as no longer present inside the ', C _2' is set as the radius R '(see FIG. 14). Therefore, if the vehicle is decelerated to a speed at which the vehicle can turn with the maximum turning radius R ', the vehicle can pass through the curve.

Next, it is possible to turn with the maximum turning radius R '.
Passable vehicle speed V_MAXSet as (step S2
9), the vehicle speed V by the vehicle speed adjusting means 25₀Cars that can pass through
Speed V _MAXThe speed is reduced to the following (step S30). This
As a result, the vehicle can pass the curve without fail.

If all the nodes N are inside the passable area A, the vehicle speed adjusting means 25 does not decelerate because the vehicle speed V ₀ can pass through the curve as it is.

In this way, it is determined whether or not the vehicle can pass the curve, and if the vehicle cannot pass the curve at the current vehicle speed, the warning means 26 and the vehicle speed adjusting means 25 decelerate the curve to make it appropriate. It is possible to pass at various vehicle speeds.

Thus, the function of the following traveling control unit FC in the second embodiment is that in which the steering control in the flowchart of FIG. 6 of the first embodiment is replaced with the vehicle speed control. That is, if the follow-up running control by the follow-up running control unit FC is started while the vehicle-speed control by the cornering control unit CC is being carried out to prevent the road from deviating on a curve, the vehicle-speed control is automatically stopped and When the preceding vehicle is lost during the traveling control and the following traveling control cannot be performed, the vehicle speed control is automatically restarted. This makes it possible to maximize the functions of both controls without making the driver feel uncomfortable or annoyed by mutual interference.

Although the embodiments of the present invention have been described in detail above, the present invention can be modified in various ways without departing from the scope of the invention.

For example, instead of the radar sensor 17, an image pickup means such as a camera can be adopted. Further, the steering control section SC can employ an appropriate one as long as it performs steering control according to the road shape detected based on the map information. Further, the cornering control unit CC can employ an appropriate one as long as it adjusts the vehicle speed according to the road shape detected based on the map information.

[0048]

As described above, according to the invention described in claim 1, when the follow-up traveling control by the follow-up traveling control means is started during the steering control by the steering control means, the steering control is stopped and the follow-up traveling is executed. When the preceding vehicle cannot be detected during the follow-up running control by the control means, the steering control is started, so that the driver does not feel uncomfortable or bothersome due to mutual interference between the steering control and the follow-up running control. The function can be maximized.

According to the invention described in claim 2,
The vehicle speed control is stopped when the following traveling control is started by the following traveling control means during the vehicle speed control by the vehicle speed control means, and the vehicle speed control is started when the preceding vehicle cannot be detected during the following traveling control by the following traveling control means. Therefore, it is possible to maximize the functions of both controls without causing the driver to feel discomfort or annoyance due to mutual interference between the steering control and the follow-up traveling control.

[Brief description of drawings]

FIG. 1 is an overall configuration diagram of a device of the present invention according to a first embodiment.

FIG. 2 is a flowchart of a steering control routine.

FIG. 3 is an explanatory diagram of a method for obtaining an azimuth change amount θ of a road.

FIG. 4 is a graph showing the relationship between deviation D and steering assist torque T.

FIG. 5 is a graph showing the relationship between steering angle θ _ST and steering assist torque T.

FIG. 6 is a flowchart of a follow-up traveling control routine.

FIG. 7 is an explanatory diagram of the operation during follow-up traveling control

FIG. 8 is an overall configuration diagram of a device of the present invention according to a second embodiment.

FIG. 9 is a flowchart of a vehicle speed control routine.

FIG. 10 is an operation explanatory view at low vehicle speed.

FIG. 11 is an operation explanatory view at high vehicle speed.

FIG. 12 is an operation explanatory view when the road is in a passable area.

FIG. 13 is an operation explanatory view when the road is outside the passable area.

FIG. 14 is an explanatory diagram for obtaining a passable vehicle speed.

[Explanation of symbols]

1 yaw rate sensor (running state detection means) 2 vehicle speed sensor (vehicle speed detection means, running state detection means) 4 map information output means 8 own vehicle position detection means 14 steering control means 15 steering torque addition means 16 steering means 18 preceding vehicle detection Means 20 Follow-up traveling control means 22 Control switching means 23 Passability judgment means 24 Vehicle speed control means

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification code Office reference number FI technical display area // B62D 137: 00

Claims (2)

[Claims] 1. A map information output means (4) for outputting map information including a road on which a vehicle travels, a vehicle position detection means (8) for detecting a vehicle position on a map, and a traveling state of the vehicle. Running state detection means (1, 2) for detecting
A steering means (16) for steering the steered wheels of the vehicle; a steering torque adding means (15) for applying a steering torque to the steering means (16); The steering torque addition amount is determined based on the road shape ahead of the position, and the inter-vehicle distance between the steering control means (14) for driving the steering torque addition means (15) based on the steering torque addition amount and the preceding vehicle. And / or a preceding vehicle detecting means (18) for detecting a relative speed, and a follow-up running control means for controlling the following distance according to the following distance and / or the relative speed with respect to the preceding vehicle. (20) and when the follow-up running control by the follow-up running control means (20) is started during the steering control by the steering control means (14), the steering control is stopped and the follow-up running control means (2)
A vehicle control device comprising: a control switching means (22) for starting steering control by the steering control means (14) when a preceding vehicle cannot be detected during follow-up traveling control by (0). 2. A map information output means (4) for outputting map information including a road on which a vehicle travels, a vehicle position detection means (8) for detecting a vehicle position on a map, and a vehicle speed for detecting a vehicle speed. Passing adequacy determining means (23) for determining adequacy of passage of the vehicle based on the detection means (2) and the road shape in front of the vehicle position on the traveling road.
A vehicle speed control means (24) for controlling the vehicle speed on the basis of the determination as to whether or not the vehicle is appropriate to pass, a front vehicle detection means (18) for detecting an inter-vehicle distance and / or a relative speed with respect to a preceding vehicle, and a preceding vehicle The following traveling control means (20) for controlling the following distance according to the following distance and / or the relative speed to the preceding vehicle, and the following traveling control means during the vehicle speed control by the vehicle speed control means (24) ( When the following traveling control by 20) is started, the vehicle speed control is stopped and the following traveling control means (2
A vehicle control device comprising: a control switching means (22) for starting vehicle speed control by the vehicle speed control means (24) when a preceding vehicle cannot be detected during follow-up travel control by 0).