JP6598304B2 - Vehicle travel control device - Google Patents

Description

  The present invention relates to a travel control device for a vehicle that performs travel control by recognizing a travel lane of the host vehicle and a preceding vehicle ahead of the host vehicle.

  Conventionally, in a vehicle such as an automobile, the traveling lane of the host vehicle and a preceding vehicle ahead of the host vehicle are detected by a camera, a radar, and the like, and the distance between the preceding vehicle and the preceding vehicle is controlled to an appropriate distance. Follow-up running control is known in which the lateral position of the vehicle is controlled to follow the center position of the lane or the center position of the preceding vehicle.

  For example, in Patent Document 1, when a road white line can be detected, travel control is performed to follow the center position of the left and right white lines. When the white line is hidden by a preceding vehicle and cannot be detected, travel control is performed to follow the center position of the preceding vehicle. Techniques to do are disclosed. In this prior art, when it is determined from the map information that the preceding vehicle may turn right or left when following the preceding vehicle, the control gain is weakened and the meander is estimated from the lateral displacement change of the preceding vehicle. By weakening the control, an inappropriate behavior change of the host vehicle is reduced.

JP 2000-20896 A

  However, the technology disclosed in Patent Document 1 does not consider controllability when switching between the following traveling to the lane and the following traveling to the preceding vehicle, and the preceding vehicle travels biased from the lane center position. In such a situation, when the preceding vehicle following traveling control is switched to the lane following traveling control, the behavior change of the own vehicle may be increased.

  For example, as shown in FIG. 4, in a three-lane road, the central lane is white lines L1. Since L2 is a broken line, when the vehicle C is traveling in the central lane, the white lines L1. Scenes appearing periodically that L2 deviates from the field of view R of the camera and can no longer be recognized. When the white lines L1 and L2 on both sides cannot be recognized, the vehicle follows the preceding vehicle C1, and when the white lines L1 and L2 on both sides can be recognized, the white lines L1. Switching to follow-up to the center position Lc of L2.

  In this case, if the center position of the preceding vehicle is offset from the center position of the lane, the steering control target point is suddenly moved from the center position of the preceding vehicle to the center position of the lane, toward the center of the lane. Excessive return steering may occur. For this reason, the wobbling of the own vehicle occurs, the behavior becomes stable, and there is a possibility that the driver feels uneasy.

  The present invention has been made in view of the above circumstances, and it is possible to smoothly shift from traveling control that travels following a preceding vehicle to traveling control that travels following a traveling lane while suppressing changes in the behavior of the host vehicle. An object of the present invention is to provide a vehicle travel control device that can ensure stability.

  A vehicle travel control apparatus according to an aspect of the present invention recognizes a travel lane of a host vehicle and a preceding vehicle ahead of the host vehicle, travels following a center position of the travel lane, and a center of the preceding vehicle. A travel control device for a vehicle that switches between travel control that travels following a position, and in a state in which the travel lane is recognized, a lateral position of the preceding vehicle and a lateral position of the host vehicle with respect to a center position of the travel lane When the vehicle lateral position calculation unit that calculates the position and the travel control that follows the center position of the preceding vehicle in a state where the travel lane is not recognized, the state where the travel lane is recognized, When the lateral position of the host vehicle and the lateral position of the preceding vehicle are on the same side with respect to the central position of the traveling lane, the control gain of the tracking traveling control to the central position of the traveling lane is gradually increased. Adjustment When the lateral position of the host vehicle and the lateral position of the preceding vehicle are opposite to each other with respect to the center position of the travel lane, the control gain of the follow travel control to the center position of the travel lane immediately increases. And a control gain adjusting unit for adjusting as described above.

  ADVANTAGE OF THE INVENTION According to this invention, the behavior change of the own vehicle can be suppressed smoothly from the traveling control that travels following the preceding vehicle to the traveling control that travels following the traveling lane, and stability is ensured. be able to.

Configuration diagram of the travel control system Explanatory diagram showing the relationship between the offset of the preceding vehicle and the lane Flowchart showing a transition process from preceding vehicle following traveling control to lane following traveling control Explanatory drawing showing switching from conventional preceding vehicle following running to lane following running

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

  The external environment recognition device 20 recognizes the external environment around the host vehicle by various devices such as an in-vehicle camera, a millimeter wave radar, and a laser radar. In the present embodiment, the external environment recognition device 20 will mainly be described with respect to recognition of the external environment by the in-vehicle camera 1 and the image recognition device 2.

  In this embodiment, the camera 1 is a stereo camera composed of two cameras 1a and 1b that capture the same object from different viewpoints, and is a shutter-synchronized camera having an image sensor such as a CCD or CMOS. is there. These cameras 1a and 1b are, for example, arranged with a predetermined baseline length in the vicinity of a room mirror inside the front window at the upper part of the vehicle interior.

  A pair of left and right images captured by the camera 1 is processed by the image recognition device 2. The image recognition device 2 obtains a pixel shift amount (parallax) at the corresponding position of the left and right images by stereo matching processing, converts the pixel shift amount into luminance data or the like, and generates a distance image. From the principle of triangulation, the point on the distance image is a point in real space where the vehicle width direction of the own vehicle, that is, the left-right direction is the X axis, the vehicle height direction is the Y axis, and the vehicle length direction, that is, the distance direction is the Z axis. The coordinates are converted, and the white line (lane) of the road on which the host vehicle travels, the obstacle, the preceding vehicle traveling in front of the host vehicle, and the like are recognized three-dimensionally.

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

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

  The map information processing apparatus 30 includes a map database, measures the position of the host vehicle based on signals from GPS satellites, etc., and collates with map data. The map database includes map data for displaying vehicle route guidance and the current position of the vehicle, and high-definition map data for performing driving support control including automatic driving.

  The map information processing device 30 presents the driving route guidance and traffic information based on the comparison between the positioning result of the own vehicle position and the map data to the driver via a display device (not shown), and the own vehicle and the preceding vehicle travel. Road shape data such as the curvature, lane width, and shoulder width of the road, and map information for travel control such as road azimuth, road white line type, and number of lanes are output.

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

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

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

  The steering control device 70 controls assist torque by an electric power steering motor (not shown) provided in the vehicle steering system based on, for example, vehicle speed, driver steering torque, steering wheel angle, yaw rate, and other vehicle information. In addition, the steering control device 70 drives and controls the electric power steering motor with a steering amount for following the traveling lane and the preceding vehicle in accordance with an instruction from the traveling control device 100.

  Next, the travel control device 100 that is the center of the travel control system 10 will be described. The travel control device 100 is configured to execute a travel control that travels following the traveling lane of the host vehicle and a travel control that travels following the preceding vehicle based on the recognition result of the external environment by the external environment recognition device 20. This is executed via the control device 40, the transmission control device 50, the brake control device 60, and the steering control device 70. These travel controls are executed centering on the control unit 101 which is a main part of the travel control device 100.

  Specifically, the control unit 101 detects a white line on the road as a traveling lane of the host vehicle, and sets a target course along the traveling lane. The travel control to the target course is a travel control that follows the lane (lane follow-up travel control), and controls to travel on the target course at the set vehicle speed when no preceding vehicle is detected in front of the host vehicle, When a preceding vehicle is detected in front of the host vehicle, control is performed so that the vehicle travels on the target course at the set vehicle speed while maintaining a predetermined inter-vehicle distance from the preceding vehicle.

The target course of lane tracking is set as a trajectory P of the center position in the horizontal direction (width direction) of the left and right white lines (the driving lane of the host vehicle). For example, when the left and right white lines are approximated by a quadratic curve, It can be shown by equation (1). In the equation (1), the coefficient K1 indicates the curvature component of the target course, the coefficient K2 indicates the yaw angle component of the target course (the inclination component of the target course with respect to the host vehicle), and the coefficient K3 indicates the lateral position component of the target course with respect to the host vehicle. Yes.
P = K1 · Z ² + K2 · Z + K3 (1)

  In the travel control to the target course, the steering angle of the host vehicle is controlled via the steering control device 70 so that the center position in the vehicle width direction of the host vehicle coincides with the control target point on the target course. The steering control to the control target point is mainly executed by feedback control based on the deviation between the lateral position of the host vehicle in the lane and the control target point.

For example, as shown in the following equation (2), the yaw angle of the host vehicle is matched with the yaw angle component of the target course to the steering angle αf for feedback based on the deviation between the lateral position of the host vehicle and the control target point. Therefore, the target steering angle αref is calculated by adding the steering angle αy for feedback of the deviation and the steering angle αff for feedforward based on the curvature of the target course. The electric power steering motor is driven and controlled with a target steering torque that realizes the target steering angle αref.
αref = αf + αy + αff (2)

  On the other hand, if the white line does not enter the field of view of the camera 1 when approaching the preceding vehicle during low speed traveling such as traffic jams, or if the white line on the runway is not present or the white line is interrupted and cannot be recognized, the control unit 101 Travel control is performed to travel following the vehicle. In the follow-up traveling control for the preceding vehicle, the control unit 101 performs the steering control via the steering control device 70 so as to coincide with the traveling locus of the preceding vehicle, and the engine control device 40, the transmission control device 50, the brake. Travel drive control via the control device 60 is executed.

  The travel locus of the preceding vehicle can be obtained in the same manner as the target course based on the lane. For example, a candidate point for each frame of the position of the preceding vehicle is obtained based on the amount of movement of the host vehicle per frame of the captured image of the camera 1, and a curve approximating the point cloud of the candidate point is used as the traveling locus of the preceding vehicle. calculate. As for the position of the preceding vehicle, the center position in the lateral direction (vehicle width direction) of the rear region of the preceding vehicle is obtained from the captured image of the camera 1, and this center position is set as a candidate point indicating the position of the preceding vehicle.

  Then, for example, by applying the least square method to the point group of these candidate points, a curve similar to the above-described equation (1) is obtained, and this curve is set as the traveling locus of the preceding vehicle. In this case, the coefficient K1 in the equation (1) is the curvature component of the traveling locus, the coefficient K2 is the yaw angle component of the traveling locus (the inclination component of the traveling locus with respect to the own vehicle), and the coefficient K3 is the lateral position component of the traveling locus with respect to the own vehicle. Will show.

For the control to follow the traveling locus of the preceding vehicle, the center position in the vehicle width direction of the rear region of the preceding vehicle is set as the control target point, and the steering angle is set so that the lateral position of the host vehicle in the lane coincides with the control target point. Is corrected to determine the traveling direction of the host vehicle. In this case, the steering control in the follow-up running to the preceding vehicle is basically the same as the steering control in the follow-up running to the lane, and the deviation between the lateral position of the own vehicle in the lane and the center position of the preceding vehicle is determined. The feedback control based on this is mainly executed. However, in the follow-up traveling control for the preceding vehicle, since traveling at a relatively low speed is often performed, the following equation (2 ′) in which the feedforward amount αff based on the curvature of the equation (2) is omitted is used. it can.
αref = αf + αy (2 ′)

  As described above, when the white line cannot be recognized during the traveling control based on the white line recognition, the control is switched to the following traveling control for the preceding vehicle. On the contrary, when the white line can be recognized during the follow-up running control for the preceding vehicle, the follow-up running control for the preceding vehicle is switched to the follow-up running control for the lane.

  However, when the center position of the preceding vehicle is offset from the center position of the lane, the target point of the steering control is suddenly moved from the center position of the preceding vehicle to the center position of the lane, and the behavior of the host vehicle is not good. There is a risk of becoming stable. For example, when the distance between the vehicle and the preceding vehicle is narrowed or widened due to traffic congestion etc., the white line on both sides can be seen or disappeared, and the following vehicle and the following vehicle are frequently switched between the following vehicle and the following vehicle. Is offset from the lane center position, excessive return steering may occur toward the lane center.

  On the other hand, when the travel control device 100 is in a state in which the lane can be recognized during traveling following the preceding vehicle in a state in which the lane cannot be recognized from the captured image in front of the host vehicle by the camera 1, the travel control device 100 is in advance of the lane center position. The lateral position of the vehicle and the lateral position of the host vehicle are calculated. Then, instead of suddenly switching to tracking control to the center position of the lane, control when shifting to tracking control to the center position of the lane from the relationship between the distance to the preceding vehicle and the lateral position of the preceding vehicle and the host vehicle The gain is adjusted to prevent sudden steering.

  Therefore, as shown in FIG. 1, the travel control device 100 includes a vehicle lateral position calculation unit 102 and a control gain adjustment unit 103 with respect to the control unit 101 that is a main function unit. When the control unit 101 shifts from the preceding vehicle follow-up running control with the center position of the preceding vehicle as the control target point to the lane follow-up running control with the lane center position as the control target point, the control gain adjustment unit 103 performs the follow-up running control. The control gain is adjusted to make a smooth and quick transition from the following traveling control to the preceding vehicle to the following traveling control to the lane.

  Specifically, the vehicle lateral position calculation unit 102 determines the lateral position of the preceding vehicle and the lateral position of the host vehicle in the lane recognized from the captured image of the camera 1 as the lane center position. It is calculated including the offset direction from. For example, as shown in FIG. 2, when the host vehicle C travels in a lane formed by broken white lines L 1 and L 2, the vehicle lateral position calculation unit 102 indicates that the solid line parts of the white lines L 1 and L 2 are those of the camera 1. A distance Xo in the X-axis direction (vehicle width direction) between the center position of the lane and the center position of the subject vehicle in the XYZ coordinate space with the subject vehicle (camera 1) as the origin when being recognized within the imaging field of view. A distance Xf in the X-axis direction (vehicle width direction) between the lane center position and the center position of the preceding vehicle is calculated as each lateral position.

  The lateral positions of the host vehicle and the preceding vehicle are calculated with, for example, a positive or negative sign to indicate whether the lateral position is offset in the left or right direction with respect to the lane center position. Then, when the lateral position of the host vehicle and the lateral position of the preceding vehicle have the same sign, it is determined that the host vehicle and the preceding vehicle are offset to the same side with respect to the center of the lane, If the lateral position of the vehicle is a different sign, it is determined that the host vehicle and the preceding vehicle are offset to opposite sides with respect to the center of the lane.

  When the lane is recognized while the vehicle is following the center position of the preceding vehicle in a state where the lane is not recognized, the control gain adjusting unit 103 determines that the lateral position of the host vehicle and the lateral position of the preceding vehicle are The control gain at the time of transition is adjusted according to whether it is on the same side or opposite to the center.

  Specifically, when the host vehicle and the preceding vehicle are offset to the same side with respect to the center of the lane while following the preceding vehicle, the control gain to the lane center position is adjusted to gradually increase. . Conversely, if the host vehicle and the preceding vehicle are offset to the opposite sides of the lane center during traveling following the preceding vehicle, the control gain to the lane center position is adjusted to immediately increase. .

  In this embodiment, the adjustment of the control gain at the time of shifting from the following traveling to the preceding vehicle to the following lane traveling is performed by the corrected steering angle δref obtained by correcting the steering angle αref by the above-described equation (2 ′). Gain adjustment for steering control. After the transition from the preceding vehicle follow-up running control to the lane follow-up running control is completed, the follow-up running control with the normal lane center position as the control target point is performed by the steering angle αref based on the above-described equation (2 ′). Execute.

Specifically, the corrected steering angle δref is a deviation between the lateral position Xo of the host vehicle and the lateral position Xf of the preceding vehicle, as shown in the following equation (3), where the lane center position is the origin of the X coordinate. It is calculated as the steering angle based on the feedback amount based on (Xo−Xf) and the feedback amount based on the deviation (Xo−0 = Xo) between the lateral position Xo of the host vehicle and the lane center position 0.
δref = Ga · (Xo−Xf) + Gb · Xo (3)

  Ga in equation (3) is a steering gain for feedback control with the center position of the preceding vehicle as the control target point, and the term Ga · (Xo−Xf) corresponds to the steering angle αf in equation (2 ′). . Gb in equation (3) is a steering gain for feedback control with the lane center position as the control target point, and the term Gb · Xo is relative to the relative yaw angle deviation from the lane center position in equation (2 ′). This corresponds to the steering angle αy. Steering control at the time of transition to follow-up driving switching by the corrected steering angle δref is adjusted by the respective steering gains Ga and Gb.

  When the own vehicle and the preceding vehicle are offset to the same side with respect to the center of the lane, the control gain adjustment unit 103 gradually decreases the steering gain Ga to the preceding vehicle gradually to 0 and simultaneously steers to the center position of the lane. The gain Gb is gradually increased from 0. In this case, if the host vehicle and the preceding vehicle are on the same side with respect to the center of the lane, and the offset amount of the host vehicle is larger than the offset amount of the preceding vehicle, the steering increases in the direction toward the center of the lane. When the offset amount of the vehicle is smaller than the offset amount of the preceding vehicle, steering is performed in the opposite direction from the preceding vehicle toward the center of the lane.

  Therefore, when the host vehicle and the preceding vehicle are offset to the same side with respect to the center of the lane, the steering gain Ga to the preceding vehicle is gradually decreased gradually, and the steering gain Gb to the center position of the lane is decreased. By gradually increasing the speed gradually, it is possible to prevent abrupt steering from occurring when shifting from the following traveling control to the preceding vehicle to the following traveling control to the lane.

  On the other hand, when the host vehicle and the preceding vehicle are offset to the opposite sides with respect to the center of the lane, the steering gain Ga is rapidly reduced to 0, and at the same time, the steering gain Gb is rapidly increased from 0. That is, in this case, since the steering amount to the center position of the lane is smaller than the steering amount to the center position of the preceding vehicle, the steering gain Gb to the center position of the lane is immediately increased, so that It is possible to quickly shift from the following traveling control to the following traveling control to the lane.

  Next, the transition process from the preceding vehicle following traveling control to the lane following traveling control in the traveling control device 100 will be described with reference to the flowchart shown in FIG.

  This transition process of the follow-up running control is a process that is executed when switching to the preceding vehicle follow-up running control. In the first step S1, it is checked whether white lines on both the left and right sides are recognized. If the left and right white lines are not recognized, the follow-up control of the preceding vehicle is continued in step S2, and if the white lines on both sides are recognized, the process proceeds to step S3.

  In step S3, the lateral position Xo of the host vehicle and the lateral position Xf of the preceding vehicle are calculated with signs with respect to the center position of the left and right white lines. Then, in the next step S4, it is checked whether or not the conditions of Xf> 0 and Xo> 0 are satisfied and the preceding vehicle and the own vehicle are on the same side of the lane center.

  When the condition of Xf> 0 and Xo> 0 is satisfied, the process proceeds from step S4 to step S5, and the steering gain Ga of the steering control according to the above equation (3) is gradually decreased to 0, and the steering gain Gb is gradually decreased from 0. Gradually increase. Then, when a predetermined time elapses, the feedback component for the deviation between the lateral position of the host vehicle and the lateral position of the preceding vehicle disappears, and only the feedback component for the deviation between the lateral position of the host vehicle and the lane center position becomes Ga (Ga = 0, Gb = predetermined value), switching to lane following running control in step S9.

  On the other hand, if the condition of Xf> 0 and Xo> 0 is not satisfied in step S4, the process proceeds from step S4 to step S6 to check whether or not the condition of Xf <0 and Xo <0 is satisfied. The condition of step S6 is to check whether the preceding vehicle and the host vehicle are on the same side at a position opposite to the center of the lane with respect to step S4.

  When the condition of Xf <0 and Xo <0 is satisfied, the process proceeds from step S6 to step S7. As in step S5, the steering gain Ga is gradually decreased to 0 and the steering gain Gb is gradually increased from 0. Switch to lane following travel control in S9. When the condition of Xf <0 and Xo <0 is not satisfied, that is, when the preceding vehicle and the host vehicle are opposite to each other, the process proceeds from step S6 to step S8, and the steering gain Ga is rapidly reduced to 0. The steering gain Gb is quickly increased from 0, and immediately switched to lane following traveling control in step S9.

  As described above, in the present embodiment, when switching to the lane tracking state when the lane is recognized during the follow-up traveling to the preceding vehicle, the lateral position of the preceding vehicle with respect to the lane center position and the lateral position of the host vehicle are determined. From the above, it is determined whether the preceding vehicle and the host vehicle are offset to the same side with respect to the center of the lane. When the preceding vehicle and the host vehicle are offset to the same side, the control gain of the lane following travel is gradually increased, and when the preceding vehicle and the host vehicle are offset to the opposite side, the lane Immediately increase the control gain of follow-up driving. This makes it possible to achieve a smooth transition while suppressing changes in the behavior of the host vehicle when shifting from the following traveling control to the preceding vehicle to the following traveling control to the lane. Does not give anxiety.

DESCRIPTION OF SYMBOLS 1 Camera 2 Image recognition apparatus 10 Travel control system 20 External environment recognition apparatus 70 Steering control apparatus 100 Travel control apparatus 101 Control part 102 Vehicle lateral position calculation part 103 Control gain adjustment part

Claims (4)

A vehicle that recognizes a travel lane of the host vehicle and a preceding vehicle ahead of the host vehicle and switches between a travel control that travels following the center position of the travel lane and a travel control that travels following the center position of the preceding vehicle. A travel control device,
A vehicle lateral position calculation unit that calculates a lateral position of the preceding vehicle and a lateral position of the host vehicle with respect to a center position of the traveling lane in a state in which the traveling lane is recognized;
When running control is performed to follow the center position of the preceding vehicle in a state where the traveling lane is not recognized, the lateral position of the host vehicle and the lateral position of the preceding vehicle are shifted to a state where the traveling lane is recognized. Is adjusted so that the control gain of the follow-up travel control to the center position of the travel lane gradually increases, the lateral position of the host vehicle and the preceding position A control gain adjusting unit that adjusts so that a control gain of follow-up traveling control to the center position of the traveling lane immediately increases when the lateral position of the vehicle is opposite to the center position of the traveling lane; A travel control device for a vehicle, comprising: The control gain adjustment unit executes the adjustment of the control gain as adjustment of the steering gain to the center position of the preceding vehicle and the steering gain to the center position of the travel lane,
When the lateral position of the host vehicle and the lateral position of the preceding vehicle are on the same side with respect to the center position of the traveling lane, the steering gain to the center position of the preceding vehicle gradually decreases, and the traveling lane The vehicle travel control apparatus according to claim 1, wherein the steering gain to the center position of the vehicle is adjusted so as to gradually increase. The control gain adjustment unit executes the adjustment of the control gain as adjustment of the steering gain to the center position of the preceding vehicle and the steering gain to the center position of the travel lane,
When the lateral position of the host vehicle and the lateral position of the preceding vehicle are opposite to each other with respect to the center position of the traveling lane, the steering gain to the center position of the preceding vehicle is quickly reduced, and the traveling lane The vehicle travel control apparatus according to claim 1, wherein the steering gain to the center position of the vehicle is adjusted so as to increase rapidly. The control gain adjustment unit performs the adjustment of the control gain as adjustment of the steering gain to the center position of the preceding vehicle or the steering gain to the center position of the travel lane,
When the lateral position of the host vehicle and the lateral position of the preceding vehicle are on the same side with respect to the center position of the traveling lane, the steering gain to the center position of the preceding vehicle gradually decreases, and the traveling lane Adjust so that the steering gain to the center position gradually increases,
When the lateral position of the host vehicle and the lateral position of the preceding vehicle are opposite to each other with respect to the center position of the traveling lane, the steering gain to the center position of the preceding vehicle is quickly reduced, and the traveling lane The vehicle travel control apparatus according to claim 1, wherein the steering gain to the center position of the vehicle is adjusted so as to increase rapidly.

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