Vehicle driving control device

Abstract

Vehicle driving control device that performs driving control of its own vehicle, comprising: a unit (12) for detecting other vehicles, which detects the presence of a vehicle ahead traveling in a lane in front of the own vehicle; a unit (13) for detecting an external situation, which detects a speed difference between the own vehicle and the vehicle ahead and a distance between vehicles between the own vehicle and the vehicle ahead, when the unit (12) detects the vehicle ahead; a unit (14) for detecting the driving condition, which detects the speed of the own vehicle; a vehicle control unit (16),which performs speed control of the own vehicle using the speed of the own vehicle and a predetermined target speed and using the distance between vehicles and a predetermined target distance between vehicles; an intervention determination unit (17) that determines a start and a end of an intervention process in the speed control carried out by a driver of the own vehicle; an intervention control unit (18) that causes the vehicle control unit (16) to interrupt the speed control when the intervention determination unit (17) determines the start of the intervention process by the driver in the speed control, and causes the vehicle control unit (16) to restart the speed control,when the intervention determination unit (17) determines the end of the intervention process by the driver in the speed control; a candidate selection unit (19) that selects a correction candidate from the target speed and the target distance between vehicles based on the presence of the vehicle ahead and the speed difference between the own vehicle and the vehicle ahead; a change determination unit (20) that determines in a first determination period whether there is a change in the speed of the own vehicle or there is a change in the distance between vehicles, wherein the first determination period is a period from a predetermined time before the end of the intervention process by the driver in the speed control until the end of the intervention process by the driver in the speed control; a difference determination unit (21) that determines,whether there is a difference between the target speed and the speed of the own vehicle when the driver's intervention in the speed control process has ended, or whether there is a difference between the target distance between vehicles and the distance between vehicles when the driver's intervention in the speed control process has ended; and a target correction unit (22) that corrects the target speed or the target distance between vehicles, wherein, when the candidate selection unit (19) selects the target speed as the correction candidate, the change determination unit (20) determines whether a magnitude of change in the speed of the own vehicle in the first determination period is equal to or less than a first threshold value of speed change, the difference determination unit (21) determines whether there is a difference between the speed of the own vehicle,when the driver's intervention in the speed control process is complete, and the target speed is equal to or greater than a second speed threshold, and the target correction unit (22) corrects the target speed to the speed of the vehicle at the end of the driver's intervention in the speed control process, when the change determination unit (20) determines that the magnitude of the change in the vehicle's speed during the first determination period is equal to or less than the first speed change threshold, and when the difference determination unit (21) determines that the difference between the target speed and the vehicle's speed at the end of the driver's intervention in the speed control process is equal to or greater than the second speed threshold,and if the candidate selection unit (19) selects the target distance between vehicles as the correction candidate, the change determination unit (20) determines whether the magnitude of a change in the distance between vehicles during the first determination period is equal to or less than a first threshold distance between vehicles, the difference determination unit (21) determines whether a difference between the target distance between vehicles and the distance between vehicles at the end of the driver's intervention in the speed control process is equal to or greater than a second distance between vehicles, and the target correction unit (22) corrects the target distance between vehicles to the distance between vehicles when the driver's intervention in the speed control process has ended, if the change determination unit (20) determines,that the magnitude of the change in the distance between vehicles during the first determination period is equal to or less than the first threshold value of the distance between vehicles, and if the difference determination unit (21) determines that the difference between the distance between vehicles when the driver's intervention in the speed control has ended and the target distance between vehicles is equal to or greater than the second threshold value of the distance between vehicles, and if the intervention determination unit determines that the driver's intervention in the speed control has ended, the vehicle control unit (16) restarts the speed control using the target speed or target distance between vehicles corrected by the target correction unit (22), wherein the unit for recording the external situation records a position of lane markings,the limits of the lane of the own vehicle, the driving condition detection unit (14) detects a lateral position of the own vehicle on the lane, the vehicle control unit (16) performs a steering control using the lateral position of the own vehicle and a predefined target lateral position, the intervention determination unit (17) determines a start and an end of an intervention process carried out by the driver of the own vehicle in the steering control, an intervention control unit (18) causes the vehicle control unit (16) to interrupt the steering control when the intervention determination unit (17) determines the start of the intervention process by the driver in the steering control, and causes the vehicle control unit (16) to restart the steering control,where the intervention determination unit (17) determines the end of the intervention process by the driver in the steering control and the candidate selection unit (19) selects the target lateral position as the correction candidate based on the start of the intervention process in the steering control and where the candidate selection unit (19) determines the target lateral position as the correction candidate, the change determination unit (20) determines whether a magnitude of change in the lateral position of the vehicle in a second determination period is equal to or less than a first threshold value for the lateral position, wherein the second determination period is a period from a predetermined time before the end of the intervention process by the driver in the steering control until the end of the intervention process by the driver in the steering control, the difference determination unit (21) determines,whether a difference between the target lateral position and the lateral position of the vehicle when the driver's intervention in the steering control has ended is equal to or greater than a second threshold value of the lateral position, and the target correction unit (22) corrects the target lateral position to the lateral position of the vehicle when the driver's intervention in the steering control has ended, if the change determination unit (20) determines that the magnitude of the change in the lateral position of the vehicle in the second determination period is equal to or greater than the first threshold value of the lateral position, and if the difference determination unit (21) determines that the difference between the target lateral position and the lateral position of the vehicle when the driver's intervention in the steering control has ended is equal to or greater than the second threshold value for the lateral position,and when the intervention determination unit determines that the intervention process by the driver in the steering control has ended, the vehicle control unit (16) restarts the steering control using the target lateral position corrected by the target correction unit (22).

Description

BACKGROUND OF THE INVENTION 1. Field of the invention The present invention relates to a vehicle driving control device. 2. Explanation of the state of the art JP 2002-225 689 A describes a vehicle driving control device that allows the driver to intervene in the vehicle's driving control while the driving control is being performed. When the driver initiates the braking process to intervene in the driving control while a driving assistance system is being provided, the device described in JP 2002-225 689 A adds the braking force corresponding to the driver's braking action to the original target braking force and sets the resulting total braking force as the actuation target braking force for use in the vehicle's braking control. The device described in JP 2002-225 689 A performs the vehicle's braking control based on the actuation target braking force after the driver's intervention is complete.In some other cases, the device described in JP 2002-225 689 A performs the vehicle's brake control based on the original target braking force after the driver's intervention has ended. However, JP 2002-225 689 A does not disclose which setpoint—either the original setpoint or the setpoint established when the driver intervenes—should be used to restart the vehicle control after the driver's intervention has ended. Therefore, brake control is sometimes performed based on the actuation setpoint braking force, calculated by adding the braking force generated by the driver in accordance with the braking action to the setpoint braking force. If the driver wishes to use brake control based on the setpoint braking force after the intervention has ended, this results in brake control being performed against the driver's intention. In this technical field, it is desired to create a vehicle driving control device capable of performing driving control that realizes the driver's intention when the interrupted driving control is restarted. The US patent 2012 / 0 065 863 A1, considered the closest available patent, teaches a vehicle driving control device that performs driving control of a vehicle. This includes a other-vehicle detection unit that detects the presence of a vehicle ahead traveling in a lane in front of the vehicle; an external situation detection unit that detects a speed difference between the vehicle and the vehicle ahead, and a distance between the vehicle and the vehicle ahead, when the other-vehicle detection unit detects the vehicle ahead; a driving condition detection unit that detects the vehicle's speed; and a vehicle control unit that performs speed control of the vehicle using the vehicle's speed and a pre-set target speed.wherein the distance between vehicles and a predetermined target distance between vehicles is used; an intervention determination unit that determines a start and an end of an intervention process carried out by a driver of the vehicle in the speed control; an intervention control unit that causes the vehicle control unit to interrupt the speed control when the intervention determination unit determines the start of the intervention process by the driver in the speed control, and causes the vehicle control unit to restart the speed control when the intervention determination unit determines the end of the intervention process by the driver in the speed control; a candidate selection unit,which selects a correction candidate from the target speed and the target distance between vehicles based on the presence of the vehicle ahead and the speed difference between the vehicle itself and the vehicle ahead; a change determination unit that determines whether there is a change in the vehicle's speed or a change in the distance between vehicles in a first determination period, wherein the first determination period is a period from a predetermined time before the end of the driver's intervention in the speed control until the end of the driver's intervention in the speed control; a difference determination unit that determines whether there is a difference between the target speed and the vehicle's speed when the driver's intervention in the speed control has ended,or whether there is a difference between the target distance between vehicles and the distance between vehicles when the driver's intervention in the speed control process has ended; and a target correction unit that corrects the target speed or the target distance between vehicles. The change determination unit determines whether the magnitude of a change in the vehicle's speed during the first determination period is equal to or less than a first speed change threshold when the candidate selection unit selects the target speed as the correction candidate. The difference determination unit determines whether the difference between the vehicle's speed when the driver's intervention in the speed control process ends and the target speed is equal to or greater than a second speed threshold.The target speed correction unit corrects the target speed to the vehicle's speed when the driver's intervention in the speed control process is complete, provided the change determination unit determines that the magnitude of the change in the vehicle's speed during the first determination period is equal to or less than the first speed threshold, and provided the difference determination unit determines that the difference between the target speed and the vehicle's speed at the time the driver's intervention in the speed control process is complete is equal to or greater than the second speed threshold. Additionally, if the candidate selection unit selects the target distance between vehicles as the correction candidate, the difference determination unit determines whether there is a difference between the target distance between vehicles and the actual distance between vehicles.When the driver's intervention in the speed control process is complete, the target distance between vehicles is equal to or greater than a second threshold value for the distance between vehicles, and the target distance between vehicles is corrected to the distance between vehicles when the driver's intervention in the speed control process is complete, if the difference determination unit determines that the difference between the distance between vehicles at the end of the driver's intervention in the speed control process and the target distance between vehicles is equal to or greater than the second threshold value for the distance between vehicles. When the intervention determination unit determines that the driver's intervention in the speed control process is complete,The vehicle control unit restarts speed control using the target speed or target distance between vehicles that was corrected by the target correction unit. US Patent 6,185,499 B1 describes a driver assistance system equipped with a control unit restart capability. In the procedure used therein, the control unit restarts when the brake is released (brake pressure drops below a threshold) and the vehicle's speed is greater than a (second) threshold, meaning the vehicle is essentially not yet stationary. JP 2004-231096A discloses a lane-keeping assistance system capable of performing lateral steering, detecting the position of lane markings that define the vehicle's lane boundaries, and recognizing the vehicle's lateral position within the lane. The system can also determine the start and end of steering interventions performed by the driver and cause a vehicle control unit to interrupt steering control when an intervention determination unit detects the start of the intervention, and to restart steering control when the intervention determination unit detects the end of the intervention.The candidate selection unit chooses the target lateral position as the correction candidate based on the start of the steering intervention process. The target correction unit corrects the target lateral position to the vehicle's own lateral position once the driver's steering intervention process is complete. US 2011 / 0 231 063 A1 teaches a vehicle assistance system that compares the change in lateral position caused by the driver intervention with a threshold value. DE 10 2005 044 271 A1 and DE 10 2007 031 556 A1 are also in the field of the present invention. Starting from the aforementioned prior art, the present invention solves the problem of further improving the operation of speed and distance control. In particular, a driving control system is created that is capable of realizing the driver's intention when an interrupted driving control system is restarted. This problem is solved by a system with the features listed in claim 1. When speed control is performed using the target speed, target distance between vehicles, the vehicle's speed, and the distance between vehicles, and the driver performs an intervention (acceleration / deceleration) during this speed control, this device determines whether the intervention should change either the vehicle's speed or the distance between vehicles. For example, it is estimated that the intervention will be performed to change the vehicle's speed if there is no vehicle ahead or if the speed difference between the vehicle's own speed (V) and the vehicle ahead is not equal to or less than the preset speed. Therefore, the candidate selection unit chooses the target speed as the correction candidate.If the speed difference between the vehicle and the vehicle ahead is equal to or less than the preset speed, it is estimated that the intervention process is being carried out to intentionally change the distance between vehicles. Therefore, the candidate selection unit chooses the target distance between vehicles as the correction candidate. In this way, this device can select the target speed or the target distance between vehicles as the correction candidate based on the presence of a vehicle ahead and the speed difference between the vehicle and a vehicle ahead, respectively, corresponding to the vehicle speed or distance to be changed by the driver when performing speed control. If the target speed is determined to be the correction candidate, the processing is carried out as follows. If the change determination unit determines that the magnitude of the change in the vehicle's speed during the first determination time period, from the predefined time before the end of the driver intervention (acceleration / deceleration) until the end of the driver intervention, is equal to or less than the first speed threshold, and if the difference determination unit determines that the difference between the vehicle's speed detected when the driver intervention has ended and the target speed is equal to or greater than the second speed threshold, the target correction unit corrects the target speed to the vehicle's speed detected when the intervention has ended.If the magnitude of the vehicle's speed change during the first determination period is equal to or less than the first speed threshold, it is estimated that the intervention process has ended because the speed has stabilized to the driver's intended speed. If the difference between the stabilized speed and the target speed is equal to or greater than the second speed threshold, this difference indicates that there is a discrepancy between the vehicle's speed and the target speed. This means that, when the aforementioned condition is met, the intervention process is not considered a temporary obstacle avoidance action, but rather an intervention intentionally performed by the driver to change the target speed set by the vehicle control system.Therefore, this vehicle driving control device corrects the target speed to the speed of the vehicle, which is detected when the intervention process by the driver has ended, if the condition explained above is met, thus allowing the speed control to be carried out in accordance with the driver's intention when the interrupted speed control is restarted. On the other hand, the processing is carried out as follows if it is determined that the target distance between vehicles is the correction candidate.If the change determination unit determines that the magnitude of the change in the distance between vehicles in the first determination period, from the predetermined time before the end of the driver intervention (acceleration / deceleration) until the end of the driver intervention, is equal to or less than the first threshold for the distance between vehicles, and if the difference determination unit determines that the difference between the distance between vehicles detected when the driver intervention has ended and the target distance between vehicles is equal to or greater than the second threshold for the distance between vehicles, the target correction unit corrects the target distance between vehicles to the distance between vehicles detected when the intervention has ended.If the magnitude of the change in the distance between vehicles during the first determination period is equal to or less than the first threshold for the distance between vehicles, it is estimated that the intervention process has ended because the distance between the vehicles has stabilized to the distance between vehicles intended by the driver. If the difference between the stabilized distance between vehicles and the intended distance between vehicles is equal to or greater than a second threshold for the distance between vehicles, this difference indicates that there is a discrepancy between the distance between vehicles and the intended distance between vehicles.This means that the intervention process is not considered a temporary action to avoid an obstacle when the aforementioned condition is met, but rather an intervention intentionally performed by the driver to change the target distance between vehicles. Therefore, this vehicle control device corrects the target distance between vehicles to the distance detected when the intervention process is terminated by the driver, provided the aforementioned condition is met. This allows the speed control to be performed in accordance with the driver's intention when the interrupted speed control is restarted. According to the invention, the unit for detecting the external situation receives a position of lane markings that define the boundaries of the vehicle's lane. Furthermore, the additional features mentioned in claim 2 are part of this embodiment. According to this vehicle driving control device, the target correction unit corrects the target lateral position to the vehicle's lateral position detected when the intervention process is complete, if the change determination unit determines that the magnitude of the change in the vehicle's lateral position during the second determination time period K, from the predetermined time before the end of the driver's intervention process (steering operation) until the end of the driver's intervention process, is equal to or less than the first threshold for the lateral position, and if the difference determination unit determines that the difference between the lateral position detected when the driver's intervention process is complete and the target lateral position is equal to or greater than the second threshold for the lateral position.If the magnitude of the change in the vehicle's lateral position during the second determination period is equal to or less than the first lateral position threshold, it is estimated that the intervention process terminates because the lateral position stabilizes and corresponds to the driver's intention. If the difference between the stabilized lateral position and the target lateral position is equal to or greater than the second lateral position threshold, this difference indicates that there is a discrepancy between the vehicle's lateral position and the target lateral position. This means that, when the aforementioned condition is met, the intervention process is not considered a temporary obstacle avoidance action, but rather an intervention intentionally performed by the driver to modify the target lateral position of the vehicle control system.Therefore, this vehicle driving control device corrects the target lateral position to the lateral position of the vehicle, which is detected when the driver's intervention process is completed, if the above-explained condition is met, which allows the steering control to be carried out in accordance with the driver's intention when the interrupted steering control is restarted. According to the present invention, a driving control can be carried out which is capable of realizing the driver's intention when an interrupted driving control is restarted. BRIEF EXPLANATION OF THE FIGURES Features, advantages, and the technical and industrial significance of exemplary embodiments of the invention are described below with reference to the accompanying figures, in which similar reference numerals denote similar elements, and in which: Fig. 1 is a block diagram showing the structure of a vehicle comprising a vehicle driving control device in this embodiment; Fig. 2A is a diagram showing driver intervention in the driving control; Fig. 2B is a diagram showing driver intervention in the driving control; Fig. 2C is a diagram showing driver intervention in the driving control; Fig. 2D is a diagram showing driver intervention in the driving control; Fig. 3 is a flowchart showing the processing from the interruption to the restart of the driving control; Fig. 4 is a flowchart showing the processing for determining the correction candidate; Fig.Figure 5 is a flowchart showing the processing to correct the setpoint when the setpoint speed is a correction candidate; Figure 6 is a flowchart showing the processing to correct the setpoint when the setpoint distance between vehicles is a correction candidate; Figure 7 is a flowchart showing the processing to correct the setpoint when the setpoint lateral position is a correction candidate; Figure 8A is a graph showing a change in vehicle speed over time; Figure 8B is a graph showing a change in vehicle speed over time; Figure 8C is a graph showing a change in vehicle speed over time; Figure 8D is a graph showing a change in the distance between vehicles over time; Figure 9 is a graph showing the sketch of a temporary intervention via a steering operation; FigureFigure 10 is a diagram showing the sketch of an intervention by the driver during a steering operation to change the target lateral position; Figure 11 is a diagram showing the correction of a target value using the number of interventions by the driver; and Figure 12 is a diagram showing the effective time period of a corrected target value. DETAILED EXPLANATION OF THE EXECUTIONAL FORMS Embodiments of the present invention are described below with reference to the figures. In the following description, the same reference numeral is used for the same or equivalent components, and duplicate descriptions are omitted. Fig. 1 is a block diagram showing the structure of a vehicle V, which in this embodiment includes a vehicle driving control device 10. As shown in Fig. 1, the vehicle V, like a passenger car, has a vehicle system 100 contained within it. The vehicle system 100, which includes the vehicle driving control device 10, is a system that performs driving control (steering control) to cause the vehicle V to drive autonomously in the center of the lane and driving control (speed control) to cause the vehicle V to autonomously follow the vehicle ahead. The structure of the vehicle system 100 is described below. The vehicle system 100 comprises an external sensor 1, a receiver 2 of a Global Positioning System (GPS), an internal sensor 3, a map database 4, an actuation force sensing sensor 5, a navigation system 6, an actuator 7, a human machine interface (HMI) 8, and an ECU (electronic control unit) 10A. The external sensor 1 detects the external situation, which represents the environmental information of the vehicle V. The external sensor 1 comprises at least one camera, radar, or laser imaging detection and ranging (LIDAR). The camera is a recording device that captures the external environment surrounding vehicle V. The camera is, for example, mounted on the inside of the windshield of vehicle V. The camera can be a monocular or a stereo camera. The stereo camera comprises two recording units arranged to replicate the difference in visual acuity between the right and left eyes. The information captured by the stereo camera also includes depth information. The camera outputs the captured information about the external environment surrounding vehicle V to ECU 10A. The radar is a detection device that detects an object outside the vehicle V using a radio wave. The radio wave is, for example, a millimeter wave. The radar detects an object by emitting a radio wave into the vicinity of the vehicle V and by receiving the radio wave reflected by the object. The radar can output the distance to or the direction of an object as object information. The radar outputs the detected object information to the ECU 10A. The LiDAR is a detection device that uses light to detect an object outside the vehicle V. The LiDAR measures the distance to a reflection point and detects an object by emitting light into the vicinity of the vehicle V and by capturing the light reflected from the object. The LiDAR can output the distance to or the direction of an object as object information. The LiDAR outputs the detected object information to the ECU 10A. If sensor data aggregation is performed in a subsequent stage, the received information about the reflected light can be output to the ECU 10A. It is sufficient to have one device, such as a camera, LiDAR, or radar, installed. The GPS receiver unit 2 receives signals from three or more GPS satellites to acquire the position information indicating the location of the vehicle V. This position information includes the latitude and longitude. The GPS receiver unit 2 outputs the measured position information of the vehicle V to the ECU 10A. Alternatively, another unit capable of determining the latitude and longitude of the vehicle V can be used instead of the GPS receiver unit 2. The internal sensor 3 acquires information relevant to the driving state of the vehicle V. The internal sensor 3 includes at least either a speed sensor, an acceleration sensor, or a yaw rate sensor to acquire information relevant to the driving state of the vehicle V. The speed sensor is a detection device that measures the vehicle's speed, V. For example, a wheel speed sensor is used as the speed sensor. The wheel speed sensor is located on the vehicle's wheels, V, or on a component such as a drive shaft that rotates synchronously with the wheels to measure their rotational speed. The speed sensor outputs the speed information (wheel speed information), which includes the vehicle's speed, V, to the ECU 10A. The acceleration sensor is a detection device that records the acceleration of the vehicle V. For example, the acceleration sensor includes a longitudinal acceleration sensor, which records the acceleration in the longitudinal direction of the vehicle V, and a lateral acceleration sensor, which records the lateral acceleration of the vehicle V. The acceleration sensor outputs the acceleration information, which includes the acceleration of the vehicle V, to the ECU 10A. The yaw rate sensor is a detection device that measures the yaw rate (cornering angular velocity) around the vertical axis at the vehicle's center of gravity, V. For example, a gyroscope sensor is used as the yaw rate sensor. The yaw rate sensor outputs the yaw rate information, which includes the yaw rate of the vehicle, V, to the ECU 10A. Map database 4 is a database that stores map information. For example, map database 4 is stored on a hard disk drive (HDD) installed in vehicle V. The map information includes position information for roads, information about road shapes, and position information for intersections and junctions. The road shape information includes whether the road is curved or straight, the curvature of a curved road, and similar details. Furthermore, the map information can utilize the output signal from the external sensor 1 when the vehicle system 100 uses position information in the presence of obstructing structures such as a building or wall, or when using Simultaneous Localization and Mapping (SLAM) technology. The map database 4 can also be stored on a computer in premises such as an information processing center that can communicate with the vehicle V. The actuation sensor 5 detects the operating parameters of the acceleration / deceleration process and the steering process performed by the driver of the vehicle V. For example, the actuation sensor 5 includes at least one accelerator pedal sensor, one brake pedal sensor, or one steering sensor. The accelerator pedal sensor is a sensing device that detects the amount of pressure applied to the accelerator pedal (the actuation value of the acceleration / deceleration process). The amount of pressure applied to the accelerator pedal is the pedal position relative to a predetermined position. This predetermined position can be a fixed position or a position that changes according to a predetermined parameter. The accelerator pedal sensor is, for example, located on the accelerator pedal shaft of vehicle V. The accelerator pedal sensor outputs the actuation information to ECU 10A based on the amount of pressure applied to the accelerator pedal. The brake pedal sensor is a detection device that measures the brake pedal depressor magnitude (actuation magnitude of the acceleration / deceleration process). The brake pedal depressor magnitude is the brake pedal position relative to a predefined position. The predefined position can be a fixed position or a position that is modified according to a predefined parameter. The brake pedal sensor is, for example, located on a part of the brake pedal. The brake pedal sensor can detect the brake pedal actuation force (the force applied to the brake pedal or the pressure of the master cylinder, etc.). The brake pedal sensor outputs the actuation information, generated according to the brake pedal depressor magnitude or actuation force, to the ECU 10A. The steering sensor is a detection device that detects the rotational state of the steering wheel. The detected value of the rotational state is the steering torque or steering angle (the amount of steering input). The steering sensor is, for example, installed on the steering shaft of the vehicle V. The steering sensor outputs the information, which includes the steering torque or steering angle, to the ECU 10A. The navigation system 6 is a device that guides the driver of vehicle V to the destination specified by the driver on the map. The navigation system 6 calculates a route for vehicle V based on the vehicle's position information, measured by the GPS receiver 2, and the map information stored in the map database 4. The route can be a lane-bound route, such as one that vehicle V will follow in a multi-lane area. The navigation system 6 calculates the desired route from vehicle V's position to the destination and informs the driver of the calculated route either through a display on the screen or by voice output from the speaker. The navigation system 6 then outputs the information about vehicle V's desired route to the ECU 10A.The navigation system 6 can use information stored on a computer in facilities such as an information processing center, which can communicate with the vehicle V. Some of the processing to be performed by the navigation system 6 can also be carried out by the computer in the facilities. Actuator 7 is a device that performs the driving control of vehicle V. Actuator 7 comprises at least one throttle actuator, one brake actuator, or one steering actuator. The throttle actuator controls the amount of air supplied to the engine (the throttle angle) in accordance with the control signal from ECU 10A to control the driving force of vehicle V. If vehicle V is a hybrid or electric vehicle, actuator 7 does not include a throttle actuator, and in this case, the control signal from ECU 10A is sent to the motor, which is the drive source, to control the driving force. The brake actuator controls the braking system in accordance with the control signal from ECU 10A to regulate the braking force acting on the wheels of vehicle V. A hydraulic braking system can be used. The steering actuator controls the drive of the auxiliary motor, a component of the electric power steering system, to regulate the steering torque in accordance with the control signal received from ECU 10A. Thus, the steering actuator controls the steering torque of vehicle V. The HMI 8 is an interface for the input and output of information between the occupants (including the driver) of vehicle V and the vehicle system 100. The HMI 8 features a display panel for showing visual information to the occupants, a speaker for voice output, and push buttons or a touch panel to allow the occupants to perform input operations. The HMI 8 includes the autonomous driving ON / OFF switch, which acts as an input unit through which a request to start autonomous driving is entered. The autonomous driving ON / OFF switch can be configured to allow an occupant to enter a request to end autonomous driving. When an occupant enters a request to start or end autonomous driving, the autonomous driving ON / OFF switch outputs information indicating the start or end of autonomous driving to the ECU 10A.Additionally, the HMI 8 can be configured to allow an occupant to input settings such as the target vehicle speed (V) and the target distance between vehicles during autonomous driving. The HMI 8 is not limited to a switch but can be any unit that receives information from which the driver's intention can be determined. For example, the HMI 8 can be a start button for autonomous driving or an end button for autonomous driving, or it can be a switch or button displayed as an on-screen object that the driver can use to perform an action. The HMI 8 can output information to the occupants using a wirelessly connected mobile information terminal or receive input from the occupants using a mobile information terminal. The ECU 10A controls the vehicle V. The ECU 10A is an electronic control unit comprising a central processing unit (CPU), read-only memory (ROM), random access memory (RAM), and a controller area network (CAN) communication circuit. Connected to a network via the CAN communication circuit, the ECU 10A is linked to the vehicle V components described above, enabling it to communicate with them. For example, based on the signal output by the CPU, the ECU 10A instructs the CAN communication circuit to operate, including inputting and outputting data, storing the input data in RAM, loading a program stored in ROM into RAM, and executing the program loaded into RAM. In this way, the ECU 10A implements the functions of its components described later.The ECU 10A can be composed of two or more electronic control units. The ECU 10A comprises a vehicle position detection unit 11, a detection unit 12 for other vehicles, a detection unit 13 for an external situation, a driving condition detection unit 14, a driving or journey plan generation unit 15, a driving or journey control unit (vehicle control unit) 16, an intervention determination unit 17, an intervention control unit 18, a candidate selection unit 19, a change determination unit 20, a difference determination unit 21, and a target correction unit 22. The vehicle driving control device 10 performs the driving control of the vehicle V.In this embodiment, the vehicle driving control device 10 comprises the recognition unit 12 for other vehicles, the recognition unit 13 for the external situation, the driving condition recognition unit 14, the driving control unit 16, the intervention determination unit 17, the intervention control unit 18, the candidate selection unit 19, the change determination unit 20, the difference determination unit 21 and the target correction unit 22. The vehicle position detection unit 11 detects the position of the vehicle V (hereinafter referred to as the "vehicle position") on the map based on the position information of the vehicle V received by the GPS receiver unit 2 and the map information stored in the map database 4. The vehicle position detection unit 11 can also detect the vehicle position by retrieving the vehicle position used by the navigation system 6 from the navigation system 6. If the vehicle position is measured by a sensor installed outside the vehicle (for example, installed on the road), the vehicle position detection unit 11 can retrieve the vehicle position from this sensor via communication. The other vehicle detection unit 12 detects the presence of a vehicle ahead, traveling in the lane of vehicle V. For example, the other vehicle detection unit 12 detects the presence of a vehicle ahead based on the detection result of the external sensor 1. The detection result of the external sensor 1 includes information captured by the camera, object information detected by the radar, or object information detected by the LiDAR. The other vehicle detection unit 12 can receive information about the presence of a vehicle ahead from the navigation system 6. The other vehicle detection unit 12 outputs the detection result to the external situation detection unit 13. If the vehicle control unit 16 only performs steering control, the vehicle control device 10 does not need to include the other vehicle detection unit 12. The external situation detection unit 13 acquires the environmental information for the vehicle V. Environmental information is the information that indicates the surroundings or situation in a predefined area around the vehicle V. For example, the external situation detection unit 13 acquires the acquisition result of the external sensor 1 as the environmental information for the vehicle V. The acquisition result of the external sensor 1 includes the information acquired by the camera, object information acquired by the radar, or object information acquired by the LiDAR. The external situation detection unit 13 detects the external situation of vehicle V based on the acquired information. The external situation of vehicle V can include intersections and road narrowings or mergers on the road, traffic restrictions, the positions of lane markings indicating the boundary of vehicle V's lane, or the position of the road center, road width, and road shape. Road shape can be the curvature of the lane, the change in the gradient of the road surface (which is efficiently used for predictive estimation by the external sensor 1), or road waviness. Additionally, the external situation detection unit 13 recognizes the speed difference (relative speed) and the distance between the vehicle V and the vehicle ahead, if a vehicle ahead is detected by the other vehicle detection unit 12. For example, the external situation detection unit 13 recognizes the speed difference and the distance between the vehicle V and the vehicle ahead based on the detection result of the external sensor 1. The external situation detection unit 13 can detect the presence of an obstacle around the vehicle V based on the detection result of the external sensor 1.The situation of an obstacle can include information to distinguish between stationary and moving objects, and information about the direction of movement or the relative speed of an obstacle around the vehicle V. The vehicle state detection unit 14 detects the vehicle state V based on at least the detection result of the internal sensor 3, the detection result of the vehicle position detection unit 11, or the detection result of the detection unit 13 for the external situation. The detection result of the internal sensor 3 includes the speed information detected by the velocity sensor, the acceleration information detected by the accelerometer, and the yaw rate information detected by the yaw rate sensor. The vehicle state is a value that indicates the behavior of the vehicle V. The vehicle state can include only one type of value (for example, speed) or two or more types of values ​​(for example, speed and acceleration). The vehicle state V includes the vehicle V's speed, acceleration, and yaw rate.For example, the driving condition detection unit 14 recognizes the speed of the vehicle V as the driving condition based on the detection result of the internal sensor 3. In addition, the driving condition detection unit 14 or travel condition detection unit 14 can recognize the transverse position or lateral position of the vehicle V on the lane traveled as the driving condition based on the vehicle position detected by the vehicle position detection unit 11. The journey planning unit 15 generates a course for vehicle V based on the desired route calculated by the navigation system 6, the vehicle position detected by the vehicle position detection unit 11, and the external situation (comprising the vehicle's position and direction) detected by the external situation detection unit 13. The course is a trajectory along which vehicle V will travel on the desired route. The journey planning unit 15 creates a course so that vehicle V travels smoothly on the desired route, while ensuring safety, compliance with traffic regulations, and travel efficiency. Furthermore, the journey planning unit 15 generates a course for vehicle V such that vehicle V will avoid contact with any object, based on the situation of the objects surrounding vehicle V. The desired route described here comprises a journey route that is automatically generated based on the external situation and map information when the destination is not explicitly set by the driver. An example of such a journey route is a road-following route in the "driver assistance device" described in Japanese patent number 5382218 (WO2011 / 158347), or in the "autonomous driving device" described in Japanese patent application number 2011-162132 (JP 2011-162132 A). The journey planning unit 15 creates a journey plan corresponding to a generated course. This means that the journey planning unit 15 generates a journey plan along the desired route, which is predefined on the map, based on at least the external situation, which is the environmental information about the vehicle V, and the map information stored in the map database 4. A journey plan includes a control setpoint, which is used as a target when the vehicle system 100 performs vehicle control. For example, a journey plan can include the target speed and target acceleration / deceleration of the vehicle V, or the target steering torque, which is applied when the vehicle V travels on a course along the desired route. A journey plan can include at least either the speed pattern, the acceleration / deceleration pattern, or the steering torque pattern of the vehicle V.The journey planning unit 15 can create a journey plan that minimizes the travel time (the time required by vehicle V to reach the destination). Journey planning unit 15 generates a journey plan for approximately a few seconds, starting from the current time. A known procedure that can describe the behavior of vehicle V can be used to create a journey plan. The speed pattern refers to data composed of target speed values, each linked to time at each of the target control positions (which include target lateral positions) set along the course at a predetermined interval (e.g., 1 m). The acceleration / deceleration pattern refers to data composed of target acceleration / deceleration values, each linked to time at each target control position set along the course at a predetermined interval (e.g., 1 m). The steering torque pattern refers to data composed of target steering torque values, each linked to time at each of the target control positions set along the course at a predetermined interval (e.g., 1 m). The journey planning unit 15 creates a journey plan when the information indicating the start of autonomous driving is received from the autonomous driving ON / OFF switch. The journey planning unit 15 outputs the created journey plan to the storage units that the driving control unit 16 can access. The vehicle control unit 16 performs vehicle control using journey plans generated by the journey planning unit 15. Vehicle control means that the vehicle V is instructed to drive in autonomous mode. More precisely, vehicle control includes at least either speed control or steering control in autonomous mode. The vehicle control unit 16 can perform either speed control alone, steering control alone, or a combination of both. Speed ​​control in autonomous mode refers to the state in which the speed of the vehicle V or the distance between vehicles is adjusted solely by the control of the vehicle system 100, without the driver performing the acceleration / deceleration operation.The steering control in autonomous driving mode refers to the state in which the lateral position of the vehicle V is adjusted only by the control of the vehicle system 100, without the driver performing the steering operation. Driving control by the driving control unit 16 is not limited to driving control based on journey plans. For example, the driving control unit 16 can perform automatic speed adjustment (speed control) in which a target speed and a target distance between vehicles are defined as the setpoints. These setpoints can be fixed values ​​determined according to the driving environment or the law, values ​​set by the driver, values ​​that vary over time or distance, or values ​​determined by the journey planning unit 15 according to the travel situation. Automatic speed adjustment refers to the driving condition in which the vehicle speed V is automatically controlled. For example, automatic speed adjustment refers to the driving condition in which constant speed control or follow-through control is performed as follows.If there is no vehicle ahead of vehicle V, constant speed control is performed to cause vehicle V to travel at a constant speed corresponding to the pre-defined target speed. Conversely, if there is a vehicle ahead of vehicle V, speed control is performed to adjust vehicle V's speed to match the distance between the vehicles, thus maintaining the pre-defined target distance. Automatic speed adjustment is implemented by actuator 7, which operates based on the control signal output by the speed control section 16.The automatic speed adjustment automatically adjusts the speed of the vehicle V even if the driver does not perform the acceleration / deceleration process [the acceleration process (e.g., pressing the accelerator pedal) or the braking process (e.g., pressing the brake pedal)]. The vehicle control unit 16 can also perform automatic steering adjustment (steering control), in which a target lateral position is defined as the setpoint. The setpoint can be a fixed value (for example, the center of the lane) determined according to the driving environment, a value set by the driver, a value that varies according to time or distance, or a value set by the trip planning unit 15 according to the driving situation. Automatic steering adjustment means the driving condition in which the vehicle V is automatically steered so that the vehicle's lateral position becomes the target lateral position (or so that the vehicle V does not leave the lane). Automatic steering adjustment is implemented by the actuator 7, which operates based on the control signal output by the vehicle control unit 16.The automatic steering adjustment automatically steers the vehicle V along the lane, even if the driver does not perform the steering maneuver. The vehicle control unit 16 receives the detection result from the external situation detection unit 13 or the travel state detection unit 14 as the control result of the vehicle control. The detection result can include the driving state of the vehicle V or the relationship between the vehicle V and another vehicle (a vehicle ahead). For example, if the vehicle control is speed control, the detection result includes the speed of the vehicle V and the distance between the vehicle V and the vehicle ahead. If the vehicle control is steering control, the detection result includes the lateral position of the vehicle V. In this way, the vehicle control unit 16 receives the detection result, which corresponds to the predefined setpoint values.When the vehicle V is being controlled, the vehicle control unit 16 uses the setpoints and the detection result. For example, the vehicle control unit 16 performs a control operation using the setpoints and the detection result during vehicle control. The following describes an intervention performed by the driver of vehicle V in the vehicle control system (in autonomous driving mode). When the driver performs an intervention to override the vehicle control system, which is operated by the vehicle control unit 16, the vehicle control unit 16 suspends the vehicle control system and causes the vehicle V to drive primarily according to the driver's intervention. The intervention refers to the acceleration / deceleration process during speed control or the steering process performed by the driver during steering control. Suspending the vehicle control system means that the control signal generated based on the vehicle control processing is not output to the actuator 7. In other words, suspending the vehicle control system simply means that the control signal is not output to the actuator 7.While the driving control is interrupted, the journey plan generation processing can continue in the background, or the calculation processing of an offset between the target value and the detection result can continue, or the entire calculation processing for the driving control can be terminated. Driving with priority given to the driver's intervention refers to driving in either a cooperative or manual driving state. The cooperative driving state is the state in which the vehicle control system and the intervention process work together to cause the vehicle V to travel based on the journey plan and the intervention process's input level. That is, the cooperative driving state is the state in which both the driver and the vehicle system can participate in driving the vehicle V, and while the system is allowed to intervene, the vehicle V travels at least based on the driver's input level. The manual driving state is the state in which the driver's input level is directly reflected in the vehicle V's movement.This means that the manual driving mode is the state in which the driver controls the intervention process while driving the vehicle V, while preventing the system from intervening. The driving control in this embodiment, which represents the autonomous driving mode, does not include the cooperative driving mode or the manual driving mode. Figures 2A-2D are diagrams illustrating driver intervention in the vehicle control system. As shown in Figures 2A-2D, the vehicle V travels under the control system in the lane defined by the lane boundaries L. Figure 2A depicts a driving scenario in which there is a wall or a precipice on both sides of the lane in front of the vehicle V. In Figure 2A, it is assumed that the vehicle control unit 16 performs at least the speed control. That is, the vehicle V travels at a constant target speed, which is the pre-defined setpoint. In such a scenario, the driver can depress the brake pedal during vehicle control to intervene in the vehicle control system and reduce the speed of the vehicle V traveling at the setpoint speed.In some other cases, the driver can depress the accelerator pedal during cruise control to intervene in the cruise control system and increase the speed of the vehicle V traveling at the target speed. In each of these cases, the vehicle control unit 16 suspends the speed control and causes the vehicle V to travel primarily based on the acceleration / deceleration process initiated by the driver (cooperative driving state or manual driving state) when the driver performs the acceleration / deceleration process. Fig. 2B shows a driving scenario with a vehicle V ahead. In Fig. 2B, it is assumed that the vehicle control unit 16 performs at least the speed control. That is, vehicle V travels while maintaining the target distance between vehicles, which is the predefined setpoint. In such a scenario, the driver can depress the brake pedal during vehicle control to intervene in the vehicle control system so that the distance between vehicles increases for vehicle V, which is traveling at the target distance. In some other cases, the driver can depress the accelerator pedal during vehicle control to intervene in the vehicle control system so that the distance between vehicles decreases for vehicle V, which is traveling at the target distance.In any case, the driving control unit 16 interrupts the speed control and causes the vehicle V to travel with priority for the acceleration / deceleration process when the driver performs the acceleration / deceleration process (cooperative driving state or manual driving state). Fig. 2C shows a driving scenario in which there is an obstacle OB1 in the lane ahead of vehicle V. In Fig. 2C, it is assumed that the vehicle control unit 16 performs at least the steering control. That is, vehicle V drives while maintaining the target lateral position (center of the lane), which is the predefined setpoint. In such a driving scenario, the driver can operate the steering wheel during the driving control to intervene in the driving control so that vehicle V avoids the obstacle OB1. In this case, the vehicle control unit 16 interrupts the steering control and causes vehicle V to drive with priority given to the steering input by the driver (in cooperative driving mode or manual driving mode). Figure 2D shows a driving scenario in which there is a wall OB2 on the side of the lane in front of the vehicle V. In Figure 2D, it is assumed that the vehicle control unit 16 performs at least the steering control. That is, the vehicle V drives while maintaining the target lateral position (center of the lane), which is the predefined setpoint. In such a driving scenario, the driver can operate the steering wheel during the driving control process to intervene so that the vehicle V avoids the wall OB2. In this case, the vehicle control unit 16 interrupts the steering control and causes the vehicle V to drive primarily based on the steering input from the driver (in cooperative driving mode or manual driving mode). The intervention processing described above is implemented by the intervention determination unit 17 and the intervention control unit 18, which are components of the vehicle driving control device 10. The intervention determination unit 17, which is connected to the actuation magnitude detection sensor 5, records the actuation magnitude of at least one of the intervention processes in the vehicle control system performed by the driver of the vehicle V. For example, the intervention determination unit 17 records the accelerator pedal depressor, the brake pedal depressor, the steering torque, or the steering wheel angle as the actuation magnitude of at least one of the intervention processes. The intervention determination unit 17 determines the start of the intervention process performed by the driver of vehicle V during travel control. The intervention determination unit 17 determines whether the actuation variable detected by the actuation variable sensing sensor 5 is the actuation variable for active vehicle control. If the active vehicle control is speed control, the actuation variable for active vehicle control is the actuation variable of the acceleration / deceleration process. The actuation variable of the acceleration / deceleration process is, for example, the actuation variable of the brake pedal or the accelerator pedal. If the active vehicle control is steering control, the actuation variable with respect to active vehicle control is the actuation variable of the steering process. The actuation variable of the steering process is, for example, the actuation variable of the steering wheel. The intervention determination unit 17 determines that the intervention process is initiated when the magnitude of the input belonging to the active vehicle control is equal to or greater than a predefined intervention start threshold. This predefined intervention start threshold, which serves as a threshold to determine whether an intervention process is performed, is preset. Setting this threshold prevents an unintended intervention process from being mistakenly classified as an intervention process, for example, if the driver accidentally turns the steering wheel or accidentally depresses the pedal. If the driver of vehicle V inputs an action that is incompatible with the vehicle control, the intervention determination unit 17 does not determine that the action is performed in order to initiate or terminate the intervention process.This means that the intervention determination unit 17 determines that the operation is not an intervention in the speed control if the driver performs the steering operation while the speed control is active. Similarly, the intervention determination unit 17 determines that the operation is not an intervention in the steering control if the driver performs the acceleration / deceleration operation while the steering control is active. The intervention determination unit 17 outputs the signal indicating the start of the intervention operation to the intervention control unit 18. As described later, the intervention determination unit 17 can use not only the actuation magnitude state, but also a combination of the actuation magnitude state with another state to determine whether the driver of vehicle V has started an intervention operation while the vehicle control is active. The intervention determination unit 17 determines the end of an intervention process performed by the driver of vehicle V during vehicle control. For example, when the actuation amount detected by the actuation quantity sensing sensor 5 becomes equal to or less than the predefined intervention end threshold for an already initiated intervention process, the intervention determination unit 17 determines that the intervention process has ended. The intervention determination unit 17 outputs the signal indicating the end of the intervention process to the intervention control unit 18. As described later, the intervention determination unit 17 can use not only the actuation amount state, but also a combination of the actuation amount state with another state to determine whether an intervention process performed by the driver of vehicle V during vehicle control has ended. The intervention control unit 18 causes the vehicle control unit 16 to interrupt vehicle control when the intervention determination unit 17 determines that an intervention by the driver has been initiated, and causes the vehicle control unit 16 to restart vehicle control when the intervention determination unit 17 determines that an intervention by the driver has been completed. When the signal indicating the start of an intervention is received by the intervention determination unit 17, the intervention control unit 18 outputs the information indicating the interruption of vehicle control to the vehicle control unit 16. The intervention control unit 18 outputs the information to the vehicle control unit 16 to interrupt steering control when the driver intervenes in the steering process, and to interrupt speed control when the driver intervenes in the acceleration / deceleration process.The driving control unit 16 interrupts the driving control based on the output of the intervention control unit 18. When the signal indicating the start of an intervention process is received by the intervention determination unit 17, the intervention control unit 18 can cause the driving control unit 16 to interrupt all active driving controls. Additionally, the intervention control unit 18 outputs the information that prompts the vehicle control unit 16 to restart the interrupted vehicle control when the intervention determination unit 17 determines that the driver's intervention process has ended. The vehicle control unit 16 restarts the interrupted vehicle control in response to the information output by the intervention control unit 18. The intervention control unit 18 can delay the output of the information that prompts the vehicle control unit 16 to restart the interrupted vehicle control for a predefined period until the driver's intention to restart the vehicle control is received via the HMI 8. The vehicle driving control unit 10 defines the setpoints for the driving control to be restarted. This function is implemented by the candidate selection unit 19, the change determination unit 20, and the setpoint correction unit 22. First, the candidate selection unit 19 selects a correction candidate from the setpoints of the vehicle control system to be restarted. The correction candidate relates to a setpoint that is one of the setpoints of the vehicle control system to be restarted, and it is determined whether its value needs to be changed. The candidate selection unit 19 selects a correction candidate based on the type of intervention process recorded by the intervention determination unit 17. For example, the driving control to be restarted is the steering control if the intervention determination unit 17 defines the start and end of the steering process as the intervention process. Therefore, in this case, the candidate selection unit 19 selects the target lateral position as the correction candidate. The target lateral position can also be selected as the correction candidate if the intervention determination unit 17 defines the start of the steering process as the intervention process. Similarly, the driving control to be restarted is the speed control if the intervention determination unit 17 defines the start and end of the acceleration / deceleration process as the intervention process. Therefore, in this case, the candidate selection unit 19 selects the correction candidate from the target speed and the target distance between vehicles.More precisely, candidate selection unit 19 selects the correction candidate from the target speed and the target distance between vehicles, based on the presence of a vehicle ahead and the speed difference between the vehicle itself (V) and the vehicle ahead. For example, candidate selection unit 19 determines that the target speed is the correction candidate if there is no vehicle ahead or if the speed difference between the vehicle itself (V) and the vehicle ahead is not equal to or less than the pre-specified speed. The pre-specified speed is used to determine whether there is a difference between the vehicle's speed (V) (the speed at the end of the intervention process) and the speed of the vehicle ahead.This means that if it is determined that there is no vehicle ahead, or if there is a difference between the speed of the vehicle V and the speed of the vehicle ahead, the candidate selection unit 19 determines that the target speed is the correction candidate. Conversely, the candidate selection unit 19 determines that the target distance between vehicles is the correction candidate if there is a vehicle ahead and if the speed difference between the vehicle V and the vehicle ahead is equal to or less than the predetermined speed. That is, if it is determined that there is no speed difference between the vehicle V and the vehicle ahead, the candidate selection unit 19 determines that the target distance between vehicles is the correction candidate.If the acceleration / deceleration process and the steering process are performed as the intervention process, the candidate selection unit 19 determines the correction candidate for both speed control and steering control. If the vehicle control unit 16 performs only steering control, the vehicle system 100 need not include the candidate selection unit 19. The change determination unit 20 determines whether there is a change in the detection result relative to the target value of the correction candidate during the determination period (either a first or second determination period) from a predetermined time before the end of the driver's intervention until the end of the intervention. The predetermined time is specified to determine whether there is a change in the detection result relative to the target value of the correction candidate. This predetermined time defines the length of the determination period. For example, a period of a few seconds to several tens of seconds is specified as the predetermined time. Whether there is a change in the detection result is determined, for example, using the magnitude of the change in the detection result per predetermined time and a change determination threshold.For example, the change determination unit 20 uses the detection result detected at the predetermined time before the end of the intervention process by the driver, and the detection result detected at the end of the intervention process by the driver, when the intervention determination unit 17 determines that the intervention process by the driver has ended, to calculate the change magnitude of the detection result per predetermined time (the amount of change in the detection result in the determination time period). The change determination unit 20 then determines whether the change magnitude of the detection result is equal to or less than the change determination threshold. The change determination threshold, which is a threshold used to determine whether the detection result has stabilized appropriately for the target value of the correction candidate, is predetermined for each correction candidate.This means that the change determination unit 20 determines whether the detection result is stabilized in line with the target value when the intervention process is completed. For example, the change determination unit 20 determines whether there is a change in the vehicle's speed V during the first determination period, if the target speed is the correction candidate, when the vehicle control unit 16 restarts the speed control. The first determination period is a time interval from the predefined time before the end of the driver's intervention in the speed control until the end of the driver's intervention in the speed control. In a more specific example, the change determination unit 20 determines whether the magnitude of the change in the vehicle's speed V during the first determination period is equal to or less than the first speed threshold. The first speed threshold is an example of the change determination threshold.The first speed threshold, which is a threshold for determining whether there is a change in the speed of the vehicle V, is predetermined. Similarly, the change determination unit 20 determines whether there is a change in the distance between the vehicle V and the vehicle ahead during the first determination time period, if the target distance between vehicles is the correction candidate, when the vehicle control unit 16 restarts the speed control. The first determination time period is a time period from the predefined time before the end of the driver's intervention in the speed control until the end of the driver's intervention in the speed control. In a more specific example, the change determination unit 20 determines whether the magnitude of the change in the distance between the vehicle V and the vehicle ahead during the first determination time period is equal to or less than the first threshold value of the distance between vehicles.The first threshold for the distance between vehicles is an example of a change determination threshold. The first threshold for the distance between vehicles, which is used to determine whether there is a change in the distance between the vehicle V and the vehicle in front, is predefined. When the vehicle control unit 16 restarts the steering control (meaning the target lateral position is the correction candidate), the change determination unit 20 determines whether there is a change in the vehicle's lateral position V during a second determination period. This second determination period is the time interval from the predefined time before the end of the driver's intervention in the steering control until the end of the driver's intervention in the steering control. In a more specific example, the change determination unit 20 determines whether the magnitude of the change in the vehicle's lateral position V during the second determination period is equal to or less than the first lateral position threshold. The first lateral position threshold is an example of the change determination threshold.The first threshold value for the lateral position, which serves as a threshold to determine whether there is a change in the lateral position of the vehicle V, is predefined. The change detection unit 20 outputs the detection result to the target correction unit 22. Difference Determination Unit 21 determines whether there is a difference between the target value and the detection result, which is detected when the intervention process by the driver has ended. The difference between the target value and the detection result is determined using a difference determination threshold. This threshold, which is a threshold for determining whether there is a difference between the target value and the detection result, is predefined for each correction candidate. For example, Difference Determination Unit 21 calculates the difference between the target value and the detection result detected at the end of the intervention process by the driver when Intervention Determination Unit 17 determines that the intervention process by the driver has ended.The difference determination unit 21 then determines whether the difference is equal to or greater than the difference determination threshold. That is, once the intervention process is complete, the difference determination unit 21 determines whether there is a difference between the target value and the detection result. For example, the difference determination unit 21 determines whether the difference between the vehicle's speed V when the driver intervention process is complete and the target speed is equal to or greater than a second speed threshold, if the target speed is the correction candidate, when the vehicle control unit 16 restarts speed control. The second speed threshold is an example of the difference determination threshold. This second speed threshold, which is a threshold for determining whether there is a difference between the vehicle's speed V and the target speed, is predefined. Similarly, the difference determination unit 21 determines whether the difference between the vehicles when the driver's intervention process is complete and the target distance between vehicles is equal to or greater than a second vehicle distance threshold, if the target distance between vehicles is the correction candidate when the vehicle control unit 16 restarts speed control. The second vehicle distance threshold is an example of the difference determination threshold. This second vehicle distance threshold, which is used to determine whether there is a difference between the vehicle distance and the target distance between vehicles, is predefined. Similarly, the difference determination unit 21 determines whether the difference between the lateral position when the driver's intervention process is complete and the target lateral position is equal to or greater than a second threshold for the lateral position when the vehicle control unit 16 restarts steering control (i.e., when the target lateral position is the correction candidate). The second threshold for the lateral position is an example of the difference determination threshold. This second threshold for the lateral position, which serves as a threshold to determine whether there is a difference between the lateral position and the target lateral position, is predefined. The difference determination unit 21 outputs the determination result to the target correction unit 22. The target correction unit 22 does not correct the target value of the correction candidate if the change determination unit 20 does not determine that the magnitude of the change in the detection result is equal to or less than the predefined change determination threshold when the intervention process is complete. More precisely, the target correction unit 22 does not correct the target speed of the correction candidate if the change determination unit 20 does not determine that the magnitude of the change in the vehicle's speed V is equal to or less than the first speed threshold. Similarly, the target correction unit 22 does not correct the target distance between vehicles of the correction candidate if the change determination unit 20 does not determine that the magnitude of the change in the distance between vehicles is equal to or less than the first distance threshold.Similarly, the target correction unit 22 does not correct the target lateral position of the correction candidate if the change determination unit 20 does not determine that the magnitude of the change in the vehicle V's lateral position is equal to or less than the first lateral position threshold. A change in the detection results, if any, indicates that the vehicle V's behavior is unstable, meaning that the driver performed the intervention not to intentionally change the target value, but to execute a temporary avoidance or evasive maneuver. Therefore, the target correction unit 22 does not correct the target value of the correction candidate, but uses the target value used before the intervention. The target correction unit 22 does not correct the target value of the correction candidate if the difference determination unit 21 does not determine that the difference between the detection result when the intervention process is complete and the target value of the correction candidate is equal to or greater than the difference determination threshold. More precisely, the target correction unit 22 does not correct the target value of the correction candidate if the difference determination unit 21 does not determine that the difference between the vehicle speed V when the acceleration / deceleration process by the driver is complete and the target speed is equal to or greater than the second speed threshold.Similarly, the target correction unit 22 does not correct the target value of the correction candidate if the difference determination unit 21 does not determine that the difference between the distance between vehicles when the driver has completed the acceleration / deceleration process and the target distance between vehicles is equal to or greater than the second threshold for the distance between vehicles. Similarly, the target correction unit 22 does not correct the target value of the correction candidate if the difference determination unit 21 does not determine that the difference between the vehicle's lateral position V when the driver has completed the steering process and the target lateral position is equal to or greater than the second threshold for the lateral position.This is because it is not necessary to change the target value if it is determined that the detection result at the end of the intervention process is equal to the target value of the correction candidate. On the other hand, the target correction unit 22 corrects the target value to the detection result, which is detected when the driver's intervention process is completed, when the change determination unit 20 determines that the magnitude of the change in the detection result is equal to or less than the change determination threshold, and when the difference determination unit 21 determines that the difference is equal to or greater than the difference determination threshold.More precisely, the target correction unit 22 corrects the target speed to the vehicle speed V detected when the acceleration / deceleration process by the driver has ended, if the change determination unit 20 determines that the magnitude of the change in the vehicle speed V is equal to or less than the first speed threshold, and if the difference determination unit 21 determines that the difference between the vehicle speed V when the acceleration / deceleration process by the driver has ended and the target speed is equal to or greater than the second speed threshold.Similarly, the target correction unit 22 corrects the target distance between vehicles to the distance between vehicles detected when the acceleration / deceleration process by the driver has ended, if the change determination unit 20 determines that the magnitude of the change in the distance between vehicles is equal to or less than the first threshold for the distance between vehicles, and if the difference determination unit 21 determines that the difference between the distance between vehicles when the acceleration / deceleration process by the driver has ended and the target distance between vehicles is equal to or greater than the second threshold for the distance between vehicles.Similarly, the target correction unit 22 corrects the target lateral position to the vehicle's lateral position V, which is detected when the driver has completed the steering operation, if the change determination unit 20 determines that the magnitude of the change in the vehicle's lateral position V is equal to or less than the first lateral position threshold, and if the difference determination unit 21 determines that the difference between the vehicle's lateral position V when the driver has completed the steering operation and the target lateral position is equal to or greater than the second lateral position threshold. If the vehicle behavior is stable and there is a difference between the detection result when the intervention operation has ended and the target value of the correction candidate, it can be inferred that the driver intends to change the target value.Therefore, the target correction unit 22 corrects the target value of the correction candidate to the detection result that is detected when the intervention process is completed. The setpoint correction unit 22 corrects the setpoint stored in the memory unit, such as the RAM provided in the ECU 10A. The vehicle control unit 16 refers to the memory unit when performing trip control. This allows the vehicle control unit 16 to restart trip control using the setpoints corrected by the setpoint correction unit 22 after the intervention process is complete. Next, the processing performed by the vehicle's driving control unit 10 is described. Fig. 3 is a flowchart showing the processing from the interruption to the restart of the driving control. The flowchart shown in Fig. 3 is started by the ECU 10A when the vehicle's driving control (at least either the speed control or the steering control) V is started. When the flowchart processing reaches RETURN, the ECU 10A restarts the processing from START. If the driver intentionally terminates the driving control via the gearshift operation, the ECU 10A terminates the flowchart processing, even if the processing is not yet complete, and executes the processing according to the predefined forced termination. As shown in Fig. 3, the intervention determination unit (S10) 17 of the vehicle control device 10 determines whether the intervention end determination processing (S16) described below is carried out. That is, in step S10, it is determined whether the intervention process has already started. For example, the intervention determination unit 17 refers to the determination flag or marker to determine whether the intervention end determination processing (S16) is carried out as described below. The determination flag is a flag that is set in the intervention end determination processing (S16). For example, the determination flag indicates that the determination processing is not carried out when it is 0, and when it is 1, it indicates that the determination processing is carried out. The initial value of the determination flag is 0.If it is determined that the processing to determine the end of the intervention will not be carried out, the processing to determine the start of the intervention (S12) continues. The intervention determination unit 17 performs the intervention start determination processing (S12) to determine whether an intervention process is initiated by the driver. If the actuation variable detected by the actuation variable sensing sensor 5 is the actuation variable with respect to the active vehicle control and is equal to or greater than the predefined intervention determination threshold, the intervention determination unit 17 determines that the intervention process is initiated by the driver. The intervention determination unit 17 outputs the signal indicating the start of the intervention process to the intervention control unit 18. If the intervention process is initiated by the driver, the processing continues to the vehicle control interruption processing (S14). The intervention control unit 18 of the vehicle driving control device 10 performs the driving control interruption processing (S14) to cause the driving control unit 16 to interrupt the active driving control. For example, the intervention control unit 18 outputs the information indicating the interruption to the driving control unit 16. Based on the information output by the interruption control unit 18, the driving control unit 16 interrupts the driving control. The processing then continues to the interruption end determination processing (S16). The interruption determination unit 17 of the vehicle travel control device 10 performs the processing (S16) to determine the end of intervention in order to ascertain whether the intervention process has been terminated by the driver. If the actuation value detected by the actuation parameter sensor 5 becomes equal to or less than the predefined end-of-intervention threshold, the interruption determination unit 17 determines that the intervention process is terminated. At this time, the intervention determination unit 17 sets the determination flag to 0. Conversely, if it does not determine that the intervention process is terminated, the intervention determination unit 17 sets the determination flag to 1 and terminates the sequence shown in Fig. 3. If a processing step reaches RETURN, the processing is restarted at START. If the determination flag is 1 in the processing step S10, the processing proceeds again to the end-of-intervention determination processing (S16).In this way, the intervention end determination processing (S16) is repeatedly executed until the determination flag is set to 0, that is, until it is determined that the intervention process has been completed by the driver. If a predetermined time period elapses after the start of the repeated executions of the intervention end determination processing (S16), the interruption determination unit 17 can set the determination flag to 0 and terminate the sequence shown in Fig. 3. If it is determined that the intervention process has been completed by the driver, processing continues to the correction candidate determination processing (S18). The candidate selection unit 19 of the vehicle travel control device 10 performs the correction candidate determination processing (S18) to select a correction candidate from the setpoints of the travel control to be restarted. In the following description, it is assumed that the speed control and steering control are performed as the travel control. Fig. 4 is a flowchart showing the correction candidate determination processing. As shown in Fig. 4, the candidate selection unit 19 performs the steering operation determination processing (S30) to determine whether there is any intervention by the steering operation. The candidate selection unit 19 receives the determination result from the intervention determination unit 17 to determine the type of intervention operation.If it is determined that there is an intervention via the steering process, the candidate selection unit 19 performs the candidate selection processing (S32) to set the correction candidate to the desired lateral position. When the candidate setting processing (S32) is completed, the processing continues to the acceleration / deceleration process (S34). Candidate Selection Unit 19 performs the processing to determine the acceleration / deceleration process (S34) to determine if there is an intervention process via the acceleration / deceleration process. Candidate Selection Unit 19 receives the determination result from Intervention Determination Unit 17 to determine the type of intervention process. If Candidate Selection Unit 19 determines that there is an intervention via the acceleration / deceleration process, the processing continues to the processing (S36) to determine the vehicle ahead. Additionally, it is determined that the intervention is an intervention via the acceleration / deceleration process if the processing to determine the steering process in S30 determines that the intervention is not an intervention via the steering process.In this case, too, the processing for the processing (S36) to determine the vehicle ahead continues as in the case in which it is determined that the processing for determining the acceleration / deceleration process in S34 determines that an intervention via the acceleration / deceleration process (S36) is taking place. Candidate selection unit 19 performs processing (S36) to determine the vehicle ahead, based on environmental information detected by unit 13 for external situation detection, to determine whether there is a vehicle ahead. If it is determined that there is a vehicle ahead, processing continues to processing (S38) to determine the speed difference. The candidate selection unit 19 performs the speed difference processing (S38) to determine whether the speed difference between its own vehicle V and the vehicle ahead is equal to or less than the preset speed. If it is determined that the speed difference is equal to or less than the preset speed, the candidate selection unit 19 performs the candidate setting processing (S40) to set the correction candidate to the target distance between vehicles. If the target lateral position is set as the correction candidate in the candidate setting processing in S32, the correction candidate is the target lateral position and the target distance between vehicles. After the candidate setting processing in step S40 is complete, the flow shown in Fig. 4 is terminated. If, on the other hand, the processing in S36 to determine the vehicle ahead determines that there is no vehicle ahead, or if the processing in S38 to determine the speed difference determines that the speed difference is not equal to or less than the pre-specified speed, the candidate selection unit 19 performs the candidate determination processing (S42) to set the correction candidate to the target speed. If the target lateral position is specified as the correction candidate in the candidate determination processing in S32, the correction candidate is the target lateral position and the target speed. After the candidate determination processing in S42 is completed, the flow shown in Fig. 4 is terminated.If the candidate selection unit 19 in the processing (S34) determines that there is no intervention via the acceleration / deceleration process, the sequence shown in Fig. 4 is terminated. After the sequence shown in Fig. 4 is completed, processing returns to Fig. 3 and the setpoint correction processing (S20) is performed. Figs. 5, 6, and 7 are sequences illustrating the setpoint correction processing. Fig. 5 shows the setpoint correction processing when the target speed is the correction candidate. Fig. 6 shows the setpoint correction processing when the target distance between vehicles is the correction candidate. Fig. 7 shows the setpoint correction processing when the target lateral position is the correction candidate. Based on the target value of the correction candidate, the change determination unit 20 selects a sequence from those shown in Figs. 5, 6, and 7 for execution. If the correction candidate is the target speed, the sequence shown in Fig. 5 is executed.If the correction candidate is the target distance between vehicles, the sequence in Fig. 6 is executed. If the correction candidate is the target lateral position, the sequence in Fig. 7 is executed. The sequences shown in Figs. 5-7 can be executed independently (in parallel). Therefore, if the correction candidate is both the target speed and the target lateral position, both sequences from Fig. 5 and Fig. 7 are executed. First, the processing performed when the correction candidate is the target speed is described. As shown in Fig. 5, the change determination unit 20 performs the change determination processing (S50) to determine whether the magnitude of the change in the vehicle's speed V during the first determination time interval, from the predetermined time before the end of the driver intervention to the end of the driver intervention, is equal to or less than the first speed threshold. If it is determined that the magnitude of the change in the vehicle's speed V during the first determination time interval is equal to or less than the first speed threshold, the process continues to determine the difference (S52). The difference determination unit 21 performs the difference determination processing (S52) to determine whether the difference between the target speed and the vehicle speed V when the driver intervention process is complete is equal to or greater than the second speed threshold. If it is determined that the difference is equal to or greater than the second speed threshold, the target correction unit 22 performs the target value correction processing (S54) to correct the target value of the correction candidate. The target correction unit 22 corrects the target speed, which is the correction candidate, to the vehicle speed V detected when the intervention process is complete. After the correction processing in S54 is complete, the sequence of events shown in Fig. 5 is terminated. On the other hand, the target correction unit 22 does not correct the target speed, which is the correction candidate, if the change determination processing in S50 determines that the magnitude of the change in the vehicle's speed V in the first determination period is not equal to or less than the first speed threshold, or if the difference determination processing in S52 determines that the difference is not equal to or greater than the second speed threshold. In this case, the sequence of events shown in Fig. 5 is terminated. Next, the processing performed when the correction candidate is the target distance between vehicles is described. As shown in Fig. 6, the change determination unit 20 performs the change determination processing (S60) to determine whether the magnitude of the change in the distance between vehicles during the first determination time period, from the predetermined time before the end of the driver intervention until the end of the driver intervention, is equal to or less than the first threshold for the distance between vehicles. If it is determined that the magnitude of the change in the distance between vehicles during the first determination time period is equal to or less than the first threshold for the distance between vehicles, the process (S62) continues to determine the difference. The difference determination unit 21 performs the difference determination processing (S62) to determine whether the difference between the target distance between vehicles and the distance between vehicles when the intervention process by the driver has ended is equal to or greater than the second threshold value for the distance between vehicles. If it is determined that the difference is equal to or greater than the second threshold value for the distance between vehicles, the target correction unit 22 performs the target value correction processing (S64) to correct the target value of the correction candidate. The target correction unit 22 corrects the target distance between vehicles, which is the correction candidate, to the distance between vehicles detected when the intervention process has ended. After the correction processing in S64 is complete, the sequence of events shown in Fig. 6 is terminated. If, on the other hand, the change determination processing in S60 determines that the magnitude of the change in the distance between vehicles in the first determination period is not equal to or less than the first distance between vehicles, or if the difference determination processing in S62 determines that the difference is not equal to or greater than the second threshold of the distance between vehicles, the target correction unit 22 does not correct the target distance between vehicles, which is the correction candidate. In this case, the process flow shown in Fig. 6 is terminated. The next step describes the sequence of events that occurs when the correction candidate is the target lateral position. As shown in Fig. 7, the change determination unit 20 performs the change determination processing (S70) to determine whether the magnitude of the change in the lateral position during the second determination time interval, from the predefined time before the end of the driver intervention to the end of the driver intervention, is equal to or less than the first lateral position threshold. If it is determined that the magnitude of the change in the lateral position during the second determination time interval is equal to or less than the first lateral position threshold, the processing proceeds to the difference determination processing (S72). The difference determination unit 21 performs the difference determination processing (S72) to determine whether the difference between the target lateral position and the lateral position of the vehicle V when the intervention process by the driver is completed is equal to or greater than the second threshold value of the lateral position. If it is determined that the difference is equal to or greater than the second threshold value of the lateral position, the target correction unit 22 performs the target value correction processing (S74) to correct the target value of the correction candidate. The target correction unit 22 corrects the target lateral position, which is the correction candidate, to the lateral position of the vehicle V detected when the intervention process is completed. After the correction processing in S74 is complete, the sequence of events shown in Fig. 7 is terminated. If, on the other hand, the change determination processing in step S70 determines that the magnitude of the change in the lateral position of the vehicle V in the second determination period is not equal to or less than the first threshold value of the lateral position, or if the difference determination processing in S72 determines that the difference is not equal to or greater than the second threshold value of the lateral position, the target correction unit 22 does not correct the target lateral position, which is the correction candidate. In this case, the sequence of events shown in Fig. 7 is terminated. When the processing of the sequences shown in Figs. 5, 6 to 7 is complete, the sequence returns to Fig. 3 and the sequence (S22) for restarting the vehicle control is executed. The interrupt control unit 18 performs the processing (S22) for restarting the vehicle control to cause the vehicle control unit 16 to restart the interrupted vehicle control. For example, the interrupt control unit 18 outputs the information indicating the restart to the vehicle control unit 16. Based on the information output by the interrupt control unit 18, the vehicle control unit 16 restarts the vehicle control. When the processing for restarting the vehicle control in S22 is complete, the sequence shown in Fig. 3 is terminated.If, during the processing to determine the start of the intervention in S12, it is determined that the intervention process has not been started by the driver, the sequence shown in Fig. 3 is terminated because it is not necessary to interrupt the vehicle control. The process carried out by the vehicle driving control device 10 has been described. Next, a specific example of the vehicle driving control device 10 will be described. First, an example of the intervention process in the speed control is described. Figures 8A-8D are diagrams showing a change in the vehicle speed V (Figures 8A-8C) and the distance between vehicles (Figure 8D) over time. Figures 8A-8D show the detection results (sensor values ​​of speed and distance between vehicles) when the target value is the target speed and the target distance between vehicles, and when there is intervention via the acceleration / deceleration process. Figure 8A, which relates to the driving scene shown in Figure 2B, shows the case in which there is a vehicle ahead and the driver adjusts the speed. Figure 8A is a diagram showing a change in the vehicle speed V over time, with the vehicle speed V represented on the vertical axis and time on the horizontal axis.The solid line indicates the speed VF of the vehicle ahead, and the dashed line indicates the speed VH of vehicle V. The target speed is indicated by VBT. In this figure, it is assumed that the driver depresses the brake pedal at time t1 and that this brake pedal actuation is determined as an intervention in the speed control. In this case, the speed control is interrupted at least at time t1. It is then assumed that the interruption is determined to be complete at time t2. After the intervention is complete, the correction candidate determination process is started. In this example, it is assumed that the difference between the speed VH and the target speed VBT at time t2 is equal to or greater than the pre-set speed. In this case, the correction candidate is the target speed.If the driver temporarily adjusts the speed, the magnitude of the change in the vehicle's speed VH per unit of time during the first determination time interval K is large (not equal to or smaller than the first speed threshold), as shown in Fig. 8A. Therefore, the vehicle driving control device 10 determines that the vehicle's driving state V is unstable and consequently does not change the target speed VBT. After the intervention time interval D1 ends, the vehicle driving control device 10 restarts speed control, with the target speed VBT remaining unchanged compared to the target speed before the intervention. After speed control is restarted, the vehicle's speed VH gradually approaches the target speed VBTan.In this way, in a driving scene where the driver temporarily adjusts the speed, the vehicle driving control device 10 restarts the speed control with the target speed VBT, which is unchanged compared to the speed before the intervention, thus enabling the driving control to be restarted in accordance with the driver's intention. Fig. 8B, which corresponds to the driving scene shown in Fig. 2B, illustrates the case where there is a vehicle ahead and the driver adjusts the speed. Fig. 8B is a graph showing the change in the speed of vehicle V over time, with the speed of vehicle V on the vertical axis and time on the horizontal axis. The solid line indicates the speed VF of the vehicle ahead, and the dashed line indicates the speed VH of vehicle V. The target speed is indicated by VBT. In this figure, it is assumed that the driver depresses the brake pedal at time t1 and that this brake pedal actuation is determined as an intervention in the speed control. In this case, at least the speed control is interrupted at time t1. It is then assumed that the intervention is determined to be complete at time t3.After the intervention is complete, the correction candidate determination process is started. In this example, it is assumed that the difference between the speed VH and the target speed VBT at time t3 is equal to or greater than the preset speed. In this case, the correction candidate is the target speed. In Fig. 8B, the driver adjusts the speed for a longer period than in Fig. 8A. In this case, the magnitude of the change in the vehicle's speed VH per unit of time in the first determination time interval K is small (equal to or less than the first speed threshold). Therefore, the vehicle's driving control device 10 determines that the vehicle's driving state V is stable. Additionally, the difference between the stable speed VH of the vehicle V and the target speed VBT is large (equal to or greater than the second speed threshold).Therefore, the vehicle driving control device 10 corrects the target speed VBT to the speed VH(VAT), which is the speed of the vehicle V at time t3. After the end of the intervention process D2, the vehicle driving control device 10 restarts the speed control with the corrected target speed VAT. After the target speed correction, the speed VH of the vehicle V is maintained at the corrected target speed VAT. In this way, the vehicle driving control device 10 restarts the speed control with the corrected target speed VAT in a driving scenario where the driver adjusts the speed to a set speed for a long time, allowing the driving control to be restarted according to the driver's intention. Figures 8C-8D, which relate to the driving scene shown in Figure 2B, illustrate the case where there is a vehicle ahead and the driver adjusts the distance between vehicles. Figure 8C is a diagram showing a change in the speed of vehicle V over time, with the speed of vehicle V on the vertical axis and time on the horizontal axis. The solid line shows the speed VF of the vehicle ahead, and the dashed line shows the speed VH of vehicle V. The target speed is indicated by VB. Figure 8D is a diagram showing a change in the vehicle distance H over time, with the distance between the vehicle V and the vehicle ahead on the vertical axis and time on the horizontal axis. The target distance between vehicles is indicated by HB.In these figures, it is assumed that the driver depresses the brake pedal at time t1 and that this brake pedal action is determined as an intervention. In this case, the speed control is interrupted at time t1. The intervention is then determined to be complete at time t4. After the intervention is complete, the correction candidate determination processing is initiated. As shown in Figures 8C-8D, the driver adjusts the vehicle's speed VH to increase the vehicle gap H and then returns the speed VH to its original speed. The difference between the speed VH and the target speed VBT at time t4 is assumed to be neither equal to nor greater than the second speed threshold. In this case, the correction candidate is the gap between vehicles.Because the target speed is not the candidate for correction, the vehicle control device 10 does not change the target speed VBT. On the other hand, it is assumed that the magnitude of the change in the vehicle distance H per unit of time in the first determination time interval K is small (equal to or less than the first threshold value of the distance between vehicles). In this case, the vehicle control device 10 determines that the driving state of the vehicle V is stable. Additionally, it is assumed that the difference between the stable vehicle distance H and the target distance HBT between vehicles is large (equal to or greater than the second distance between vehicles). In this case, the vehicle control device 10 corrects the target distance HBT between vehicles to the vehicle distance H (HAT) at time t4.After the intervention period D3 has ended, the vehicle control unit 10 restarts the speed control with the target speed, which is the target speed before the intervention, and the corrected target distance HAT between vehicles. Thus, the distance H between vehicles is maintained at the corrected target distance HAT between vehicles. In this way, the vehicle control unit 10 predicts from the detection result (sensor values ​​of speed and distance between vehicles) that the driver intends to change only the target value of the vehicle distance H and restarts the speed control with the corrected distance HAT between vehicles, thereby allowing the driving control to be restarted in accordance with the driver's intention. Next, an example of the steering control intervention process is described. Fig. 9 is a diagram that provides an overview of a temporary steering intervention. Fig. 9 shows a driving trajectory obtained when the target value is the target lateral position and there is an intervention via the steering process. Fig. 9, which relates to the driving scene shown in Fig. 2C, shows the case in which there is a temporary intervention to avoid an obstacle OB1 in front of the vehicle V. In Fig. 9, TL1 indicates the target trajectory based on the target lateral position, and DL1 indicates the actual driving trajectory of the vehicle V. It is assumed that the driver performs the steering operation at time t1 and that this steering operation is determined as an intervention. In this case, the steering control is interrupted at time t1. Subsequently, it is assumed that the intervention is determined to have ended at time t5.If the driver temporarily adjusts the lateral position, the magnitude of the change in the vehicle's lateral position V per unit of time in the second determination time interval K becomes large (not equal to or smaller than the first threshold value for the lateral position). Therefore, the vehicle control device 10 determines that the vehicle's driving state V is unstable and, as a result, does not change the target trajectory TL1, which is obtained based on the target lateral position. After the intervention process D4 is completed, the vehicle control device 10 restarts the steering control, using the target trajectory TL1 obtained based on the target lateral position before the intervention. After the steering control is restarted, the vehicle's lateral position V gradually approaches the target lateral position.In this way, the vehicle driving control device 10 restarts the steering control in a driving scene in which the driver temporarily adjusts the lateral position, with the target lateral position remaining unchanged compared to that before the intervention, which allows the driving control to be restarted in accordance with the driver's intention. Next, another example of the steering control intervention process is described. Fig. 10 is a diagram showing the sketch of a steering intervention to change the target lateral position. Fig. 10 shows a driving trajectory obtained when the target value is the target lateral position and there is a steering intervention. Fig. 10, which corresponds to the driving scene shown in Fig. 2D, shows the case where an intervention is performed to move away from a wall OB2 located on the side of the lane in front of vehicle V. In Fig. 10, TL2 shows the target trajectory based on the target lateral position, and DL2 shows the actual driving trajectory of vehicle V. It is assumed that the driver performs the steering operation at time t1 and that this steering operation is defined as an intervention. In this case, the steering control is interrupted at time t1.It is then assumed that the interruption is determined to have ended at time t6. For example, the interruption determination unit 17 determines that the intervention process has ended at time t6 if it is determined that the steering input magnitude is equal to or less than a predefined intervention end threshold, and if, using the steering wheel's touch sensor, it is determined that the driver removes their hands from the steering wheel. If the driver adjusts the lateral position to move away from wall OB2, and then time t6 is reached while the vehicle V is traveling in this position for a while, the magnitude of the change in lateral position per unit time in the second determination time interval K becomes small (equal to or less than the first lateral position threshold). Therefore, the vehicle driving control device 10 determines that the driving state of the vehicle V is stable.Additionally, the difference between the stabilized lateral position and the target lateral position is large (equal to or greater than the second threshold for the lateral position). Therefore, the vehicle control unit 10 corrects the target trajectory TL1, which is based on the target lateral position, to the target trajectory TL3, which maintains the vehicle V's lateral position at time t6. After the intervention process D5 is completed, the vehicle control unit 10 restarts steering control using the target trajectory TL3, which is based on the corrected lateral position. In this way, the vehicle control unit 10 restarts steering control with the corrected target lateral position in a driving scenario where the driver maintains the lateral position at a fixed position for an extended period, thus allowing the driving control to be performed according to the driver's intention. If, as described above, speed control is performed using the target speed, the target distance between vehicles, the speed of the vehicle V, and the distance between vehicles, and if, during this speed control, the driver performs an intervention (acceleration / deceleration), the vehicle driving control device 10 in this embodiment determines what is to be changed by the intervention, either the speed of the vehicle V or the distance between vehicles. For example, it is estimated that the intervention is performed to change the speed of the vehicle V if there is no vehicle ahead or if the speed difference between the vehicle V and the vehicle ahead is not equal to or less than the preset speed.Therefore, candidate selection unit 19 selects the target speed as the correction candidate. If the speed difference between the vehicle's own vehicle V and the vehicle ahead is equal to or less than the predetermined speed, it is estimated that the intervention process is being carried out to intentionally change the distance between vehicles. Therefore, candidate selection unit 19 selects the target distance between vehicles as the correction candidate.In this way, this device can select the target speed or target distance between vehicles, which each correspond to the speed of the vehicle V or the distance between vehicles to be changed by the driver, on the basis of the presence of a vehicle ahead and the speed difference between its own vehicle V and a vehicle ahead as the correction candidate when it performs speed control. If the target speed is determined to be the correction candidate, the processing is carried out as follows. If the change determination unit 20 determines that the magnitude of the change in the vehicle's speed V during the first determination time period K, from the predetermined time before the end of the driver intervention (acceleration / deceleration) until the end of the driver intervention, is equal to or less than the first speed threshold, and if the difference determination unit 21 determines that the difference between the vehicle's speed V detected when the driver intervention is complete and the target speed is equal to or greater than a second speed threshold, the target correction unit 22 corrects the target speed to the vehicle's speed V detected when the intervention is complete.If the magnitude of the change in the vehicle's speed V during the first determination time interval K is equal to or less than the first speed threshold, it is estimated that the intervention process terminates because the speed stabilizes and corresponds to the driver's intention. If the difference between the stabilized speed and the target speed is equal to or greater than the second speed threshold, this difference indicates that there is a discrepancy between the vehicle's speed V and the target speed. This means that it is estimated that the intervention process is not a temporary intervention to avoid an obstacle, but rather an intervention intentionally performed by the driver to change the target speed of the vehicle control system when the condition described above is met.Therefore, this vehicle driving control device 10 corrects the target speed to the speed of the vehicle V, which is detected when the intervention process by the driver is completed, thus enabling the speed control to be carried out in accordance with the driver's intention when the interrupted speed control is restarted, if the condition explained above is met. If, on the other hand, it is determined that the target distance between vehicles is the correction candidate, the processing is carried out as follows. If the change determination unit 20 determines that the magnitude of the change in the distance between vehicles in the first determination time period K is equal to or less than the first threshold for the distance between vehicles, and if the difference determination unit 21 determines that the difference between the distance between vehicles detected when the intervention process by the driver has ended and the target distance between vehicles is equal to or greater than the second threshold for the distance between vehicles, the target correction unit 22 corrects the target distance between vehicles to the distance between vehicles detected when the intervention process has ended.If the magnitude of the change in the distance between vehicles during the first determination period K is equal to or less than the first threshold for the distance between vehicles, it is estimated that the intervention process has ended because the distance between vehicles has stabilized to the distance between vehicles in accordance with the driver's intention. If the difference between the stabilized distance between vehicles and the target distance between vehicles is equal to or greater than the second threshold for the distance between vehicles, this difference indicates that there is a discrepancy between the distance between vehicles and the target distance between vehicles.This means that the intervention process is not considered a temporary intervention to avoid an obstacle when the aforementioned condition is met, but rather an intervention intentionally performed by the driver to change the target distance between vehicles. Therefore, this vehicle driving control device 10 corrects the target distance between vehicles to the distance between vehicles detected when the intervention process is terminated by the driver when the aforementioned condition is met, thus enabling the speed control to be carried out in accordance with the driver's intention when the interrupted speed control is restarted. In addition, in this embodiment, the target correction unit 22 corrects the target lateral position to the lateral position of the vehicle V, which is detected when the intervention process is completed, if the change determination unit 20 determines that the magnitude of the change in the lateral position of the vehicle V in the second determination time period K from the predetermined time before the end of the intervention process by the driver (the steering process) until the end of the intervention process by the driver is equal to or less than the first threshold value for the lateral position, and if the difference determination unit 21 determines that the difference between the lateral position detected when the intervention process by the driver is completed and the target lateral position is equal to or greater than the second threshold value of the lateral position.If the magnitude of the change in the vehicle's lateral position V during the second determination period K is equal to or less than the first lateral position threshold, it is estimated that the intervention process has ended because the lateral position has stabilized to the lateral position corresponding to the driver's intention. If the difference between the stabilized lateral position and the target lateral position is equal to or greater than the second lateral position threshold, this difference indicates that there is a discrepancy between the vehicle's lateral position V and the target lateral position. This means that it is estimated that the intervention process is not a temporary intervention to avoid an obstacle when the aforementioned condition is met, but rather an intervention intentionally performed by the driver to change the target lateral position of the vehicle control system.Therefore, this vehicle driving control device 10 corrects the target lateral position to the lateral position of the vehicle V, which is detected when the intervention process by the driver is completed, if the above-explained condition is met, which allows the steering control to be carried out in accordance with the driver's intention when the interrupted steering control is restarted. While the embodiment of the present invention has been described, it is understood that the present invention is not limited to the embodiment described above. The present invention can be implemented in a multitude of modes, in which various changes and modifications to the embodiment described above are added based on the knowledge of those skilled in the art. [Example of a modification for determining the start and end of an intervention process] Although the intervention determination unit 17 uses the intervention start threshold to determine the start of an intervention process in the embodiment described above, the present invention is not limited to this determination method. The intervention determination unit 17 can also combine the determination described above, which is based on the intervention start threshold, with the determination based on the detection result of the pressure sensor mounted on the steering wheel or on the surface of the pedal, to determine the start of an intervention process.For example, the intervention determination unit 17 can determine that an intervention process has started when the actuation quantity is equal to or greater than the intervention start threshold and when the pressure sensor detects that the driver is holding the steering wheel or that the driver is placing their foot on the pedal. This combination determines more accurately that an intervention process has started. The end of an intervention process can also be determined in a setup similar to that used to determine the start of an intervention process as described above. [Example of a modification for determining the end of an intervention process] The intervention determination unit 17 can use the difference between the value indicating the driving state and the setpoint to determine the end of an intervention process. For example, the intervention determination unit 17 can determine that an intervention process is complete when the magnitude of the change (the differential value) of the difference between the value indicating the driving state and the setpoint becomes equal to or less than a predefined value. That is, the intervention determination unit 17 can determine that the intervention process is complete when the difference between the value indicating the driving state and the setpoint becomes constant.For example, the intervention determination unit 17 for the steering control determines that the intervention process is terminated when the magnitude of the change in the offset between the target lateral position and the vehicle's lateral position V becomes equal to or less than a predefined value. Similarly, the intervention determination unit 17 for the speed control determines that the intervention process is terminated when the magnitude of the change in the offset between the target speed and the vehicle's speed V becomes equal to or less than a predefined value. For example, when driving on a curved road under the steering control, a driving scenario occurs in which the vehicle's lateral position V is changed by the driver's steering input, and subsequently, the changed lateral position is maintained by the driver's steering input.According to this setup, the steering control can be restarted with the lateral position as the target when the magnitude of the change in the offset between the target lateral position and the vehicle's lateral position V becomes equal to or less than a predetermined value, without waiting for the end of the steering maneuver, which maintains the lateral position. Similarly, the speed control can be restarted with the speed as the target during speed control on a downhill road when the magnitude of the change in the offset between the target speed and the vehicle's speed V becomes equal to or less than a predetermined value. Again, in this case, the speed control can be restarted using this speed as the target without waiting for the end of the pedal actuation, which maintains the speed.Therefore, the driving control can be restarted according to the driver's intention. To ensure that the difference between the value indicating the driving condition and the target value remains constant, the duration of the intervention process, the distance traveled during the intervention, the magnitude of the intervention, the actuation speed and acceleration, and the frequency can be combined. These values ​​can be predefined and can be corrected through machine learning or based on big data. [First Modification Example of Correction Candidate Determination Processing] Although the preceding embodiment describes an example in which the candidate selection unit 19 selects the correction candidate for speed control from the target speed and the target distance between vehicles based on the presence of a vehicle ahead and the speed difference between the vehicle V and the vehicle ahead, the present invention is not limited to this selection method. For example, the candidate selection unit 19 can select the correction candidate of the target value based on the duration of the intervention. This process can be used not only for speed control but also for steering control.For example, candidate selection unit 19 counts the time from when the actuation variable is detected until when it is no longer detected and determines the count as the intervention duration. If the intervention duration is equal to or greater than the predefined threshold, the setpoint is selected as the correction candidate; if the intervention duration is not equal to or greater than the predefined threshold, the setpoint is not selected as the correction candidate.If the correction candidate selection processing is based on the intervention duration, the determination result based on this processing and the determination result of the candidate determination processing described in the embodiment can be combined, or the processing based on this processing can be used alone without utilizing the determination result of the candidate determination processing described in the embodiment. An example of the processing, where the driving control is the steering control, is described below. It is assumed that D4, as shown in Fig. 9, and D5, as shown in Fig. 10, are the intervention durations. It is also assumed that a predefined threshold, longer than the intervention duration D4 and shorter than the intervention duration D5, is set. In this case, the intervention control unit 18 determines that the value shown in Fig.The intervention time duration D4 shown in Fig. 9 is not equal to or greater than the threshold value, and therefore, in the driving scene shown in Fig. 9, the target lateral position is not selected as the correction candidate. On the other hand, in the driving scene shown in Fig. 10, the intervention control unit 18 determines that the intervention time duration D5 shown in Fig. 10 is equal to or greater than the threshold value. In this case, the target lateral position is selected as the correction candidate. The driver, who intends to change the target value, tends to intervene for a longer period. Therefore, using the intervention time duration can lead to an increase in the accuracy of estimating the driver's intention. [Second Modification Example of Correction Candidate Determination Processing] The candidate selection unit 19 can select the correction candidate of the setpoint using the accumulated or collected number of interventions. If the number of interventions is detected as equal to or greater than the threshold number of times, the intervention determination unit 17 can perform the processing to select the correction candidate of the setpoint. This processing can be performed not only for speed control but also for steering control. Fig. 11 is a diagram showing the correction of the setpoint using the number of driver interventions. Fig. 11 shows the intervention time periods DC1, DC2, and DC3, during which the steering operation is performed by the driver. In Fig. 11, TL4 indicates the target trajectory based on the target lateral position, and DL3 indicates the actual driving trajectory of the vehicle V.In this figure, the threshold for determining the number of times is three. It is assumed that the steering operation starts at time t1 and ends at time t10. In this case, during the intervention period DC1, from time t1 to time t10, the driver's inputs while driving are reproduced. After intervention period DC1 ends, the candidate selection unit 19 determines the accumulated number of interventions. Immediately after the end of intervention period DC1, the accumulated number of interventions is one and is not equal to or greater than the threshold of three times. Therefore, candidate selection unit 19 does not select the target lateral position as the correction candidate, meaning that the steering control is restarted based on the target trajectory TL4 when intervention period DC1 ends. Next, it is assumed that the steering operation is started at time t11 and completed at time t12. In this case, the driver's input during the intervention time period DC2, from time t11 to time t12, is reproduced while driving. After the intervention time period DC2 ends, the candidate selection unit 19 determines the accumulated number of inputs. The accumulated number of inputs, which is two immediately after the end of the intervention time period DC2, is not equal to or greater than the number of times determined in the intervention time period, namely three. Therefore, the candidate selection unit 19 does not select the target lateral position as the correction candidate, meaning that the steering control is restarted based on the target trajectory TL4 when the intervention time period DC2 ends. Next, it is assumed that the steering operation starts at time t13 and ends at time t14. In this case, the driver's input during the intervention time period DC3, from time t13 to time t14, is reproduced or taken into account during the journey. After the intervention time period DC3 ends, the candidate selection unit 19 determines the accumulated number of interventions. Immediately after the end of the intervention time period DC3, the accumulated number of interventions is three and is equal to or greater than the threshold for the number of times, namely three. Therefore, the candidate selection unit 19 selects the desired lateral position as the correction candidate.At this time, it is assumed that the magnitude of the change in the vehicle's lateral position V per unit of time during the second determination time interval is equal to or less than the first threshold of the target lateral position, and that the difference between the vehicle's lateral position V at the end of intervention time interval DC3 and the target lateral position is equal to or greater than the second threshold of the lateral position. In this case, the target lateral position is changed, and the steering control is restarted based on the target trajectory TL5 when intervention time interval DC3 ends. Thus, a driver intending to change the target value tends to intervene in the driving control frequently. Therefore, using the number of interventions can increase the accuracy in estimating the driver's intention. [Modification example of the effective time interval of a corrected setpoint] When the vehicle control unit 16 restarts the vehicle control using a corrected setpoint (a target speed, a target distance between vehicles, or a target lateral position), the effective time interval of the corrected setpoint can be provided, although it is not provided in this embodiment. For example, the vehicle control unit 16 can provide the effective time interval of a corrected setpoint based on the detection value of the touch sensor attached to the steering wheel or pedal. For example, the vehicle control unit 16 can set the effective time interval of a corrected setpoint to a longer interval if the driver touches the steering wheel or pedal for a longer period.The driving control unit 16 can also set the effective time period of a corrected setpoint to a time period that is longer if the time from the time at which the magnitude of the change (the differential value) in the difference between the detected result (sensor value) and the setpoint becomes equal to or less than the pre-defined value until the time at which the detection quantity detected by the actuation quantity detection sensor 5 is equal to or less than the threshold value is longer. Figure 12 is a diagram showing the effective time interval of a corrected setpoint. In Figure 12, TL6 and TL7 indicate the target trajectory based on the target lateral position, and DL4 shows the actual driving trajectory of vehicle V. The steering operation is assumed to start at time t1, and the driver is assumed to remove their hands from the steering wheel at time t15. If the intervention determination unit 17 uses the detection value of the touch sensor on the steering wheel to determine the end of the intervention, the time interval from time t1 to time t16 is the driver's intervention time TD1. The offset duration determination time Toff is assumed to be fixed and is used to determine that the offset continues. The operation detected after the offset duration determination time Toffer has elapsed is considered an intervention operation to maintain the driving state.This means that the time interval from time t15 to time t16 is a time interval (TD1 - Toff) during which the driver keeps their hands on the steering wheel to maintain the driving or travel state. It is then assumed that the target lateral position is corrected at time t16, resulting in the target trajectory changing from TL6 to TL7. In this case, the vehicle control unit 16 calculates the execution time interval TC1 of the target trajectory TL7 (that is, the effective time interval of the corrected target value) using the following equation (1): TC1 = N·(TD1 - Toff) ... (1), where N is a natural number. When the time after TC1 has elapsed reaches time t17, the vehicle control unit 16 returns the target value to the target lateral position before the intervention because the effective time interval of the corrected target lateral position has elapsed. Therefore, the target trajectory is corrected again from TL7 to TL6.The driver intending to change the setpoint tends to perform the intervention for a long time in order to maintain the driving state. Therefore, an effective time interval is defined for the corrected setpoint, and this effective time interval is made proportional to the intervention duration required to maintain the driving state. This allows the driver's intended driving control to be performed for a time interval appropriate to the driver's intention after the driving control is restarted. [Example of other modifications] (1) If a switching threshold used to determine whether to switch to manual driving is set for an intervention operation, the intervention determination unit 17 only needs to determine the start and end of the intervention operation in the range equal to or less than the switching threshold. (2) The flow chart shown in Fig. 4 is merely an example, and the processing in S34 to S42 can be performed before the processing in S30 and S32. That is, it can first be determined whether the correction candidate is the correction candidate for speed control, and then the correction candidate for steering control can be determined. (3) The flow chart shown in Fig. 5 is merely an example, and the processing in S50 and the processing in S52 can be interchanged. The flow chart shown in Fig.The flowchart shown in Figure 6 is merely an example, and the processing in S60 and the processing in S62 can be interchanged. The flowchart shown in Figure 7 is merely an example, and the processing in S70 and the processing in S72 can be interchanged. (4) When the setpoint is corrected, the setpoint correction unit 22 can inform the driver of the setpoint correction. When the setpoint is corrected, the setpoint correction unit 22 can present the driver with two or more options. The setpoint correction unit 22 can be configured to perform the correction according to the driver's reaction or response. In summary, the invention performs the following: A device performs speed control, determines the start and end of an intervention process, interrupts the speed control when an intervention process is started, selects a correction candidate from a target speed and a target distance between vehicles based on the presence of a preceding vehicle and the speed difference between the vehicle and the preceding vehicle, determines whether there is a change in the vehicle speed or the distance between vehicles during a defined time period, determines whether there is a difference at the end of the intervention between the target speed and the vehicle speed or between the target distance between vehicles and the distance between vehicles, and corrects the target speed or the target distance between vehicles under a predetermined condition.Once the intervention process is complete, the device restarts speed control using the corrected target speed or the corrected distance between vehicles.

Claims

Vehicle driving control device that performs driving control of its own vehicle, comprising: a unit (12) for detecting other vehicles, which detects the presence of a vehicle ahead traveling in a lane in front of the own vehicle; a unit (13) for detecting an external situation, which detects a speed difference between the own vehicle and the vehicle ahead and a distance between vehicles between the own vehicle and the vehicle ahead, when the unit (12) detects the vehicle ahead; a unit (14) for detecting the driving condition, which detects the speed of the own vehicle; a vehicle control unit (16),which performs speed control of the own vehicle using the speed of the own vehicle and a predetermined target speed and using the distance between vehicles and a predetermined target distance between vehicles; an intervention determination unit (17) that determines a start and a end of an intervention process in the speed control carried out by a driver of the own vehicle; an intervention control unit (18) that causes the vehicle control unit (16) to interrupt the speed control when the intervention determination unit (17) determines the start of the intervention process by the driver in the speed control, and causes the vehicle control unit (16) to restart the speed control,when the intervention determination unit (17) determines the end of the intervention process by the driver in the speed control; a candidate selection unit (19) that selects a correction candidate from the target speed and the target distance between vehicles based on the presence of the vehicle ahead and the speed difference between the own vehicle and the vehicle ahead; a change determination unit (20) that determines in a first determination period whether there is a change in the speed of the own vehicle or there is a change in the distance between vehicles, wherein the first determination period is a period from a predetermined time before the end of the intervention process by the driver in the speed control until the end of the intervention process by the driver in the speed control; a difference determination unit (21) that determines,whether there is a difference between the target speed and the speed of the own vehicle when the driver's intervention in the speed control process has ended, or whether there is a difference between the target distance between vehicles and the distance between vehicles when the driver's intervention in the speed control process has ended; and a target correction unit (22) that corrects the target speed or the target distance between vehicles, wherein, when the candidate selection unit (19) selects the target speed as the correction candidate, the change determination unit (20) determines whether a magnitude of change in the speed of the own vehicle in the first determination period is equal to or less than a first threshold value of speed change, the difference determination unit (21) determines whether there is a difference between the speed of the own vehicle,when the driver's intervention in the speed control process is complete, and the target speed is equal to or greater than a second speed threshold, and the target correction unit (22) corrects the target speed to the speed of the vehicle at the end of the driver's intervention in the speed control process, when the change determination unit (20) determines that the magnitude of the change in the vehicle's speed during the first determination period is equal to or less than the first speed change threshold, and when the difference determination unit (21) determines that the difference between the target speed and the vehicle's speed at the end of the driver's intervention in the speed control process is equal to or greater than the second speed threshold,and if the candidate selection unit (19) selects the target distance between vehicles as the correction candidate, the change determination unit (20) determines whether the magnitude of a change in the distance between vehicles during the first determination period is equal to or less than a first threshold distance between vehicles, the difference determination unit (21) determines whether a difference between the target distance between vehicles and the distance between vehicles at the end of the driver's intervention in the speed control process is equal to or greater than a second distance between vehicles, and the target correction unit (22) corrects the target distance between vehicles to the distance between vehicles when the driver's intervention in the speed control process has ended, if the change determination unit (20) determines,that the magnitude of the change in the distance between vehicles during the first determination period is equal to or less than the first threshold value of the distance between vehicles, and if the difference determination unit (21) determines that the difference between the distance between vehicles when the driver's intervention in the speed control has ended and the target distance between vehicles is equal to or greater than the second threshold value of the distance between vehicles, and if the intervention determination unit determines that the driver's intervention in the speed control has ended, the vehicle control unit (16) restarts the speed control using the target speed or target distance between vehicles corrected by the target correction unit (22), wherein the unit for recording the external situation records a position of lane markings,the limits of the lane of the own vehicle, the driving condition detection unit (14) detects a lateral position of the own vehicle on the lane, the vehicle control unit (16) performs a steering control using the lateral position of the own vehicle and a predefined target lateral position, the intervention determination unit (17) determines a start and an end of an intervention process carried out by the driver of the own vehicle in the steering control, an intervention control unit (18) causes the vehicle control unit (16) to interrupt the steering control when the intervention determination unit (17) determines the start of the intervention process by the driver in the steering control, and causes the vehicle control unit (16) to restart the steering control,where the intervention determination unit (17) determines the end of the intervention process by the driver in the steering control and the candidate selection unit (19) selects the target lateral position as the correction candidate based on the start of the intervention process in the steering control and where the candidate selection unit (19) determines the target lateral position as the correction candidate, the change determination unit (20) determines whether a magnitude of change in the lateral position of the vehicle in a second determination period is equal to or less than a first threshold value for the lateral position, wherein the second determination period is a period from a predetermined time before the end of the intervention process by the driver in the steering control until the end of the intervention process by the driver in the steering control, the difference determination unit (21) determines,whether a difference between the target lateral position and the lateral position of the vehicle when the driver's intervention in the steering control has ended is equal to or greater than a second threshold value of the lateral position, and the target correction unit (22) corrects the target lateral position to the lateral position of the vehicle when the driver's intervention in the steering control has ended, if the change determination unit (20) determines that the magnitude of the change in the lateral position of the vehicle in the second determination period is equal to or greater than the first threshold value of the lateral position, and if the difference determination unit (21) determines that the difference between the target lateral position and the lateral position of the vehicle when the driver's intervention in the steering control has ended is equal to or greater than the second threshold value for the lateral position,and when the intervention determination unit determines that the intervention process by the driver in the steering control has ended, the vehicle control unit (16) restarts the steering control using the target lateral position corrected by the target correction unit (22).

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