VEHICLE SPEED CONTROL DEVICE AND SPEED CONTROL METHOD

Abstract

Vehicle speed control device (10) comprising: - a lateral position calculating device which calculates a lateral position which is a position in a vehicle width direction of a front vehicle (51) traveling in front of a vehicle of its own (50); - a vehicle determination device which performs a lane-entry determination and a lane-out determination with respect to the front vehicle (51), determining whether the front vehicle (51), traveling on an adjacent lane (64) adjacent to a lane of its own (63) which is a lane traveled by the vehicle of its own (50), is a lane-entry vehicle merging into the lane of its own (63), and determining whether the front vehicle (51), traveling on the lane of its own (63), is a lane-out vehicle merging out of the lane of its own (63), based on the lateral position calculated by the lateral position calculating device;- a rotation determination device that determines whether or not the vehicle (50) has a predetermined vehicle rotation state, which is either a state before the start of a rotation or a rotation state; and- a permission determination device that determines permission to perform the lane-entry determination and the lane-out determination based on a determination result by the rotation determination device, wherein- the vehicle determination device comprises:- a first determination device that performs the lane-entry determination and the lane-out determination using the lateral position of the front vehicle (51) on the basis of a lane boundary line defining the vehicle lane (63) as the determination parameter;and- a second determining device that performs the lane-in determination and the lane-out determination using the lateral position of the front vehicle (51) on the basis of the own vehicle (50) as a determining parameter,- the vehicle determining device performs the determination by switching between the first determining device and the second determining device, and- the permit determining device prohibits the determination by either the first determining device or the second determining device if the rotation determining device determines that the own vehicle (50) has the predetermined own vehicle rotation state.;

Description

[Area of ​​invention]

[0001] The present invention relates to a technology for controlling the driving of a vehicle. [Previous state of the art]

[0002] Known as a vehicle-assistance control system, vehicle-following control allows a self-driving vehicle to follow a selected vehicle ahead. The ahead vehicle is chosen from among vehicles traveling in a dedicated lane that corresponds to the self-driving vehicle's lane. In such vehicle-following control, it is crucial to accurately select a vehicle traveling in the dedicated lane from among vehicles detected by, for example, a distance sensor, a vehicle-mounted camera, or similar devices. Typically, the process involves calculating a predicted route as a future travel path for the self-driving vehicle and selecting a vehicle located on that calculated predicted route as the target of the vehicle-following control system.For example, PTL (Patent Document) 1 discloses the following technology as a method for selecting a leading vehicle as a vehicle following control target. According to the method of PTL 1, a turning circle calculated based on a yaw rate and a vehicle speed is used as a predicted route for a leading vehicle. Furthermore, according to the method of PTL 1, in accordance with an offset distance at a transverse position, which is a position in a transverse direction between a path of the leading vehicle and a leading vehicle, a leading vehicle lane probability is calculated, which describes the probability that the leading vehicle is in a leading vehicle lane. Consequently, according to the method of PTL 1, a predetermined vehicle is selected to follow in accordance with the calculated leading vehicle lane probability.

[0003] Patent Document 2 (PTL) discloses the following method. According to the method of PTL 2, a lateral movement speed is calculated, which is the movement speed in a lane-lateral direction of a leading vehicle, in order to initiate the lane change of a preceding vehicle at an early stage. Furthermore, according to the method of PTL 2, a predicted lateral position is calculated, which is the lateral position of a leading vehicle predicted in accordance with the calculated lateral movement speed, and a preceding vehicle is selected to follow based on the calculated predicted lateral position. [Literature list][Patent documents]

[0004] PTL 1 JP 2007-331608 A PTL 2 JP 2007-176483 A [Brief description of the invention][Objective of the present invention]

[0005] In a situation such as when a vehicle changes lanes, travels erratically within its lane, or is about to enter a curve, the offset distance at a position relative to the vehicle in a lateral direction of a preceding vehicle (lateral position) changes. In this case, for example, when the vehicle's turning angle is large, it often happens that the preceding vehicle crosses the vehicle's centerline and either approaches or moves away from the vehicle's centerline. In such a case, it is assumed that a preceding vehicle is erroneously identified as a vehicle changing lanes.Furthermore, there is a risk that a front vehicle traveling in an adjacent lane next to the dedicated lane may be mistakenly identified as a merging vehicle and mistakenly selected as the target vehicle in a following process.

[0006] The object of the present invention is to provide a vehicle speed control technology that can improve stability when selecting / not selecting a vehicle ahead. [Solution to the task]

[0007] The speed control device according to the invention uses the following means / devices.

[0008] The present invention relates to a vehicle speed control device. The speed control device according to the invention comprises: a lateral position calculating device that calculates a lateral position, which is a position in a vehicle width direction of a leading vehicle traveling behind a vehicle of its own; a vehicle determination device that performs a lane-entry determination and a lane-out determination of another vehicle, whereby, with respect to the leading vehicle, it is determined whether the leading vehicle, which is traveling in an adjacent lane adjacent to a lane of its own vehicle (which is the lane being traveled by the vehicle of its own vehicle), is a lane-entry vehicle merging into the lane of its own vehicle; and it is determined whether the leading vehicle, which is traveling in the lane of its own vehicle, is a lane-out vehicle merging out of the lane of its own vehicle, based on the lateral position calculated by the lateral position calculating device.a rotation determination device that determines whether or not the own vessel has a predetermined own vessel rotation state, which is either a state before the start of a rotation or a rotation state, and a permission determination device that determines permission to carry out the lane-cut determination and the lane-out determination of the other vessel based on a determination result by the rotation determination device.

[0009] If the vehicle in question is in a rotating state, and the determination of whether another vehicle is entering or exiting the lane is based on the position of a leading vehicle in a width direction (transverse direction), there is a risk that the movement of the leading vehicle relative to the vehicle in question cannot be accurately detected. In such a case, it is assumed that the leading vehicle will be erroneously determined to be entering or exiting the lane. Furthermore, even if the vehicle in question is in a state before the start of a rotation, there is a risk that the movement of the leading vehicle relative to the vehicle in question cannot be accurately detected, and concerns similar to the above case exist.In light of these circumstances, the speed control device according to the invention is designed to determine whether or not a vehicle has a predetermined rotational state, which is either a state before the start of a rotation or a rotational state. Based on this configuration, the speed control device according to the invention can improve stability when selecting or not selecting a preceding vehicle, which will be the target of a vehicle following control system. [Brief description of the drawings]

[0010] Fig. Figure 1 shows a block diagram illustrating a schematic configuration of a vehicle speed control device.

[0011] Fig. Figure 2 shows an exemplary illustration to demonstrate a determination of the lane entry and lane exit of another vehicle.

[0012] Fig. Figure 3 shows an illustration demonstrating a lane change by a private vehicle.

[0013] Fig. Figure 4 shows an illustration of a situation in which the vehicle is driving on a curved approach road.

[0014] Fig. Figure 5 shows a flowchart to illustrate the process of a permit determination for the merging determination and the merging determination of another vehicle.

[0015] Fig. Figure 6 shows a flowchart to illustrate the process of setting a flag. [Description of the embodiments]

[0016] An embodiment of a vehicle speed control device is described below with reference to the drawings. The speed control device of this embodiment is mounted in a vehicle and performs a vehicle following control, according to which the vehicle travels by following a preceding vehicle traveling in a dedicated lane, which is the same lane as that of the vehicle, under vehicles traveling in front of the vehicle. In the vehicle following control of this embodiment, a following distance between the vehicle and the preceding vehicle is controlled. First, a schematic configuration of the speed control device of this embodiment is shown with reference to the drawings. Fig. 1 described.

[0017] In the Fig. 1 is a speed control device 10In this embodiment, a computer with a CPU, ROM, RAM, I / O, and the like. The speed control device 10 It features a white line detection unit 11 , a reeving / removing determination unit 12 , a leading vehicle selector unit 13 and a target value calculation unit 14 up. The speed control device 10 The aforementioned functions are implemented by the CPU, which executes a program installed in the ROM. This applies to the vehicle (own vehicle) in which the cruise control device is located. 10 An object detection device is attached to the vehicle, which detects an object present in the vicinity of the vehicle. Furthermore, in this embodiment, an imaging device is also included. 21 and a radar device 22when the object detection device is attached. When information about a detected object is entered by the object detection device, the speed control device executes 10 a vehicle following control system with respect to the vehicle ahead, based on the entered information.

[0018] The imaging device 21 It is a vehicle-mounted camera consisting of a CCD camera, a CMOS sensor, a near-infrared camera, and similar components. The imaging device 21 It maps the vehicle's surroundings (vehicle environment), including a roadway, and generates image data from the captured image. The imaging or recording device 21 The generated image data is passed sequentially to the speed control device 10 The imaging device 21For example, it is installed near the upper side of the windshield of the vehicle and captures an area extending in front of the vehicle with an image axis as its center in an area with a predetermined angle δ1 (capture area of ​​the imaging device). 21 Furthermore, the imaging device can 21 It could be a monocular camera or a stereo camera.

[0019] The radar device 22 A radar device is a scanning device that, for example, emits electromagnetic waves as transmission waves and detects an object by receiving reflected waves from the transmission waves. 22 , in this embodiment, is built from a millimeter-wave radar. The radar device 22 It is attached to the front of the vehicle and scans an area (detection range of the radar device). 22), which extends in front of the vehicle with a light axis as its center in an area with a predetermined radar angle δ2 (δ2 < δ1), using a radar signal. The radar device 22 It generates distance measurement data of the detected object based on the time from the transmission of electromagnetic waves from the vehicle forward until the reception of the reflected waves. The radar device 22 It sequentially transmits the generated distance measurement data to the speed control device. 10 The distance measurement data contains information about the direction in which the object is located relative to the vehicle, the distance from the vehicle to the object, and the relative speed of the object relative to the vehicle.

[0020] In the imaging device 21 and the radar device 22 are the image axis, which is a reference axis of the imaging device 21is, and the light axis, which is a reference axis of the radar device 22 is such that they run in a direction that is parallel to the road surface of the road traveled by the vehicle. A detection area of ​​the imaging device 21 and a detection range of the radar device 22 They partially overlap.

[0021] The speed control device 10 receives image data inputs from the imaging device. 21 and the distance measurement data from the radar device 22 Furthermore, the speed control device receives 10 Inputs of detection signals from various other types of sensors provided in the vehicle. These other types of sensors include a yaw rate sensor. 23 , a vehicle speed sensor 24 , a steering angle sensor 25 and an ACC switch26 and similar features are provided. The yaw rate sensor 23 The vehicle speed sensor detects the angular velocity (yaw rate) relative to the vehicle's direction of rotation. 24 The steering angle sensor detects the vehicle's speed. 25 It detects the vehicle's steering angle. The ACC switch 26 is an input switch for selecting permission to execute a vehicle following control mode.

[0022] The speed control device 10 indicates the white line detection unit 11 , the unit of determination for reefing / reefing 12 , the vehicle ahead selector unit 13 and the tax target value calculation unit 14 The white line detection unit 11It serves as a boundary line detection device that recognizes a white line on a road surface as a lane boundary line, marking or defining a dedicated lane, which is the lane used by the vehicle. In this embodiment, the white line is detected as follows: The white line detection unit 11 receives the image data inputs from the imaging device. 21 and extracts edge points as white line candidates from the input image data based on the rate of change or similar of luminance in a transverse direction of the input image. The white line detection unit 11 The extracted edge points for each frame are stored sequentially, and a white line is detected based on a dataset of the stored edge points. This is the white line detection unit. 11The recognition result is stored as white line information (information about the detected lane boundary line).

[0023] The reeving / re-ejection determination unit 12 It serves as a vehicle identification device that detects a vehicle merging into its own lane (the lane it is traveling in) and a vehicle merging out of its lane among the objects detected by the object detection device. That is, the merging / merging identification unit. 12 This corresponds to a lane-entry determination function and a lane-out determination function with respect to another vehicle. For the sake of simplicity, an object detected by the object detection device is also referred to as a "target" below. The lane-entry / lane-out determination unit 12It initially serves as a lateral position calculation device, which calculates a relative position (lateral position) with respect to the vehicle itself in a vehicle width direction (lateral direction) of a preceding vehicle. Furthermore, the lane-change / lane-out determination unit performs... 12The determination of the lane-keeping maneuver and the lane-changing maneuver of the other vehicle are based on the calculated relative position. An offset position (hereinafter referred to as the "lateral offset position," which corresponds to a "lateral position that is a position in a vehicle width direction of a vehicle"), which is a positional coordinate with respect to the own vehicle in an x-axis direction of the leading vehicle, is calculated based on an orthogonal coordinate system in which the vehicle width direction (lateral direction) of a vehicle is used as an x-axis and a direction of travel of the vehicle as a y-axis. For example, with respect to the lateral offset position of the leading vehicle, the offset position is calculated by taking a positional coordinate in the vehicle width direction (lateral direction) provided by the imaging device. 21The detected position is corrected based on an estimate R that describes a curve radius of a predicted route (curve) in the own vehicle. Furthermore, in this embodiment, a center position in a transverse direction of a target with respect to the own vehicle is used as an offset position in the transverse direction of the front vehicle (transverse position).

[0024] The reeving / re-ejection determination unit 12The process of determining the lane entry and exit of another vehicle is carried out based on the calculated offset position (the offset position in the lateral direction of the front vehicle) and a lateral movement speed (movement speed in the lateral direction of the front vehicle), which is described by a time derivative of the offset position. Furthermore, in this embodiment, the right side with respect to a direction of travel of the own vehicle is defined as positive and the left side as negative.

[0025] In particular, the reeving / removing unit determines 12 , as in Fig. 2(A) shown that the front vehicle 51 a vehicle entering the lane with regard to a private vehicle 50 is when a sign of an offset position Rx in a transverse direction of the front vehicle 51and a sign of a lateral movement speed Vf of the front vehicle 51 are different from each other, and the lateral movement velocity Vf is greater than or equal to a threshold value, and the offset position Rx is below a threshold value. Furthermore, the reeving / re-ejection determination unit determines 12 , as in Fig. 2(B) shown that the front vehicle 51 a vehicle pulling out of the main vehicle 50 is when the sign of the offset position Rx is in the transverse direction of the front vehicle 51 and the sign of the lateral velocity Vf of the vehicle in front 51 are equal and the lateral movement velocity Vf is greater than or equal to a threshold and the offset position Rx is greater than or equal to a threshold.

[0026] The reeving / re-ejection determination unit 12In this embodiment, a fusion of the data of a target is performed by the imaging device. 21 is detected, and a target that is detected by the radar device 22 The unit of measurement is determined by data belonging to an identical object (image data and distance measurement data containing a target corresponding to an identical object). 12 determines the presence or absence of the vehicle in front 51 , targeting a goal (fusion target) obtained through data fusion. If it is determined that a vehicle is present in front, the lane-change / lane-out determination unit performs the following steps. 12The determination of the lane entry and lane exit of the other vehicle. According to an example of data fusion, with regard to image data and distance measurement data, multiple detection points present in a predetermined fusion area are fused as data belonging to an identical object. If the target is the one determined by the imaging device... 21 is detected, and the target is detected by the radar device 22 If the captured data shows a predetermined positional ratio, data fusion is performed under the assumption that the image data and the distance measurement data for the captured target belong to the same object. It should be noted that the data fusion procedure is not limited to this.

[0027] The vehicle ahead selector unit 13takes the selection / de-selection of a preceding vehicle as a target of a vehicle following control among the objects detected by the object detection device, based on the determination result of the merging / exiting of the other vehicle by the merging / exiting determination unit 12 before. In the cruise control device 10 In this embodiment, a basic mapping is used in which a self-tracking probability is defined, indicating a probability with which a front vehicle 51 is present on the private lane, which is the lane used by the private vehicle 50 is, in advance in accordance with an offset position of the front vehicle 51 stored in a transverse direction Rx. In short, the speed control device 10 stores map data in which an offset position in the transverse direction Rx of the vehicle in front is determined. 51and the probability of using the vehicle's own lane is linked together in advance in a predetermined memory area (such as a memory device). The ahead vehicle selection unit 13 The probability of the vehicle traveling in its own lane is read according to the offset position in the transverse direction Rx of the vehicle in front. 51 from the data of the base image and corrects the self-tracking probability in accordance with the determination result of the merging / outward determination unit. 12 The vehicle ahead selector unit 13 selects a front vehicle 51 , where the corrected self-tracking probability is greater than or equal to a predetermined value than that of a preceding vehicle in the vehicle following control system. Otherwise, with respect to a preceding vehicle 51, where the probability of the vehicle being in its own lane is less than or equal to a predetermined value, the selection as the vehicle ahead is deleted by the vehicle following control.

[0028] The speed control device 10 In this embodiment, the vehicle speed (driving speed) of the own vehicle is controlled to maintain a following distance between a vehicle ahead, which is determined by the vehicle ahead selection unit. 13 is selected, and the vehicle is to be kept at a predetermined target distance. The target value calculation unit. 14 It calculates a target control value for executing such a vehicle speed control. In particular, the target control value calculation unit calculates 14 a target output power, a required braking force and the like of a vehicle's own internal combustion engine, and provides the control target value calculation unit. 14the calculated control value as a control signal to the electronic combustion engine control unit (combustion engine ECU) 31 The speed control device 10 This embodiment is designed to send a control signal to the internal combustion engine ECU. 31 to output the control signal, which in turn sends it to the electronic brake control unit (brake ECU) 32 There is. It should be noted that the output configuration of the control signal is not limited to this. The speed control device 10 It can, for example, be designed to send the control signal to both the internal combustion engine ECU and the internal combustion engine ECU. 31 as well as the brake ECU 32 admit.

[0029] This changes if the vehicle is owned 50 The vehicle changes lanes or drives erratically on its own lane, moving left and right (in serpentine patterns), and the offset position Rx with respect to the vehicle itself 50in the transverse direction of the vehicle in front 51 Under these circumstances, the probability of an incorrect determination regarding the merging and swerving of the vehicle in front increases. 51 Therefore, under these circumstances, there are concerns that an error or mistake may occur in the selection of a vehicle ahead. Furthermore, if a curve appears in front of the vehicle in question, 50 The presence of such a system usually presents a problem in that a vehicle entering the lane and a vehicle exiting the lane cannot be correctly determined.

[0030] Fig. Figure 3 shows an illustration to demonstrate a case in which the private vehicle 50 the lane from a dedicated lane 63 onto an adjacent lane 64 it changes lanes adjacent to its own lane while driving on a straight road. Fig. 3(A) shows a case in which the own vehicle 50the lane at a small angle of rotation (slight tilt) relative to a white line 61 changes. In contrast, it shows Fig. 3(B) a case in which the own vehicle 50 the lane changes at a large angle (strong tilt). Furthermore, it shows Fig. 3 a case in which a spatial coordinate is on a busy road on which the own vehicle is located 50 and the vehicle in front 51 are located in an orthogonal coordinate system with respect to the vehicle itself 50 can be converted by using a vehicle width direction (transverse direction) of a vehicle as an x-axis and a driving direction of the vehicle as a y-axis.

[0031] If the own vehicle 50 When the vehicle in front changes lanes, it appears as if it is changing lanes. 51 disruptive in front of the vehicle 50 drives. In the case of Fig. 3(A) is the company vehicle 50for example, about to pull behind the vehicle in front 51 to merge, accompanied by the turning movement of the vehicle itself 50 , when it changes lanes. In such a case, however, it appears as if the vehicle in front 51 , which is on the adjacent lane 64 drives, disturbingly in front of the own vehicle 50 drives. In this case, the vehicle in front crosses. 51 , if the private vehicle 50 the lane slowly turns at a small angle relative to the white line 61 changes, a vehicle center axis 52 of the owner's vehicle 50 not, as it is in the Fig. 3(A) is shown. Consequently, in such a case, the merging maneuver is determined with respect to the vehicle in front. 51 and the problem of an incorrect determination does not occur.

[0032] In contrast, it occurs when the owner's own vehicle 50the lane quickly turns at a large angle relative to the white line 61 changes frequently occur, such that the vehicle in front 51 the vehicle's center axis 52 of the owner's vehicle 50 crossed, as it is in the Fig. 3(B) is shown. In such a case, the shear-off determination is carried out on the vehicle in front. 51 , which should be a vehicle ahead after the lane change, and it is assumed that the accuracy in choosing / not choosing a vehicle ahead as a target of vehicle following control decreases.

[0033] In a case where the private vehicle 50 is about to enter a curve (while the own vehicle 50When a vehicle is driving on a curve approach road (which is a straight road of a predetermined section before a curve), if the lane-entry and lane-out indications of another vehicle are made, it is assumed that an incorrect determination is caused. In particular, if the vehicle is driving on a curve approach road (which is a straight road of a predetermined section before a curve), it is assumed that an incorrect determination is caused. 50 is about to reach a curve, the vehicle in front 51 in the curve, whereas the own vehicle 50 still driving on a straight road (curved access road), as is the case in the Fig. 4(A) is shown. Consequently, it appears from the own vehicle. 50 out, which is on its own lane 63 before the curve, as if the vehicle in front... 51 , which is on the adjacent lane 64 drives, which is an outer lane of the curve, onto the own lane 63 merges. In such a case, it is assumed that the vehicle in front is 51is incorrectly identified as a vehicle ahead by a vehicle following control system, regardless of the fact that it is actually the vehicle in front. 51 is that which is on the adjacent lane 64 drives.

[0034] In contrast, it appears, while the vehicle in front 51 on the same lane as the dedicated lane 63 drives, then, when the private vehicle 50 is about to enter a curve, as if the vehicle in front is 51 regarding the private vehicle 50 moved in a transverse direction, as is the case in the Fig. 4(B) is shown. In such a case, there is a risk that the vehicle in front will 51 is mistakenly identified as a breakaway vehicle. Furthermore, if the owner's own vehicle 50 When driving through a curve, it can happen that the route prediction accuracy of the vehicle is affected. 50depending on the course of the road, and it is assumed that the accuracy in determining a merging vehicle and a merging vehicle decreases as a result.

[0035] Accordingly, the speed control device determines 10 This embodiment grants permission to perform the lane-change determination and lane-change determination of another vehicle (permission to perform a determination process) based on a rotational state of the vehicle itself. 50 In particular, the reeving / removing unit serves 12 , which are in the speed control device 10 This embodiment provides a rotation determination device that determines whether or not the vehicle has a predetermined rotation state, which is either a state before the start of a rotation or a rotation state. Furthermore, the reversing / reversing determination unit serves 12as a permit-determining body that determines permission to carry out the lane-entry and lane-departure determinations of the other vehicle based on the determination result. This leads to the situation that, if it is determined that the own vehicle 50 exhibits the predetermined self-vehicle rotation state, the lane-change / lane-out determination unit 12 prevents, i.e. prohibits, the execution of the lane-change and lane-change maneuvers of the other vehicle.

[0036] Below are the lane-change determination and the lane-out determination of another vehicle, which are in the cruise control device. 10 this embodiment is carried out with reference to the provisions set forth in the Fig. 5 and Fig. The flowcharts shown in the diagrams are described. Fig. Figure 5 shows a flowchart to illustrate a permit determination process for the merging determination and the merging determination of the other vehicle. Fig. Figure 6 shows a flowchart illustrating a flag-setting sequence for setting a determining flag for a vehicle's rotation state. These processes occur in a specific cycle through the lane-change / lane-out determination unit. 12 , which are in the speed control device 10 is intended to be used when the ACC switch 26 is switched on (when a vehicle following control mode is in operation).

[0037] As in Fig. Figure 5 shows the unit of determination for reversing / reversing. 12 , whether or not the vehicle in front 51 has been detected by the object detection device (step S11). In a process of step S11, the presence or absence of the front vehicle is determined. 51determined with a merger objective. Furthermore, if several front vehicles are present... 51 are present, a vehicle which this time serves as the destination, among the several vehicles in front. 51 chosen.

[0038] If it is determined that the vehicle in front 51 is detected (that the vehicle in front 51 (is present) (Step S11: YES), the reeving / removing determination unit proceeds. 12 Proceed to step S12. The reeving / re-ejection determination unit. 12 determines whether or not the owner's vehicle 50 exhibits the predetermined self-vehicle rotation state (step S12). In a process of step S12, the self-vehicle rotation state of the self-vehicle is 50 as follows. The reeving / removing unit of determination. 12 captures the determination flag of the vehicle's rotation state FA, which is determined in a flag-setting process according to Fig. 6 is set, which is described below. If the determination flag FA shows 0 (if FA == 0), the reeving / removing determination unit is used. 12 (negative determination) that the own vehicle 50 does not exhibit the predetermined self-propelled vehicle rotation state. Otherwise, if the determination flag FA shows 1 (if FA == 1), the lane-change / lane-out determination unit determines 12 (positive determination) that the own vehicle 50 exhibits the predetermined vehicle rotation state. The lane-change / lane-out determination unit 12 determined that the private vehicle 50 exhibits the predetermined self-vehicle rotation state when the self-vehicle 50 , as described above, has a state before the start of a rotation (state before a rotation) or a rotation state (state after the start of a rotation).

[0039] Consequently, if it is determined that the private vehicle 50does not exhibit the predetermined vehicle rotation state (step S12: NO), the lane-change / lane-out determination unit 12 Proceed to step S13. The reeving / re-ejection determination unit. 12 This allows the execution of the lane-entry and lane-out determination of the other vehicle (step S13). Consequently, the lane-entry / lane-out determination unit performs 12 The determination of the other vehicle's lane entry and exit (the lane entry and exit determination process) is carried out. In contrast, if it is determined that the own vehicle 50 exhibits the predetermined vehicle rotation state (step S12: YES), the reversing / reversing determination unit 12 Proceed to step S14. The reeving / re-ejection determination unit. 12 prohibits the execution of the lane-entry and lane-out determination of the other vehicle (step S14). Consequently, the lane-entry / lane-out determination unit performs12 The merging and exiting determination of the other vehicle (the merging and exiting determination process) does not occur. Furthermore, it ends when it is determined that the front vehicle 51 is not detected (that the vehicle in front 51 (not present) (Step S11: NO), the reeving / re-ejection determination unit 12 this routine.

[0040] Below is a flag-setting process for setting the determining flag of the vehicle's own rotation state FA according to Fig. 6 described. As in Fig. Figure 6 shows the unit of determination for reversing / reversing. 12 , whether or not the owner's own vehicle 50 Intended to change lanes (step S21). In short, the merging / exiting determination unit. 12 determines whether or not the owner's vehicle 50 is about to change lanes. The merging / exiting determination unit 12As described above, it serves as a change determination device that determines whether or not the company vehicle 50 is about to change lanes (whether or not the vehicle itself) 50 (intends to change lanes). In a process of step S21, the presence or absence of the intention of the vehicle to change lanes is determined. 50 The lane change is determined based on the fulfillment or non-fulfillment of a predetermined lane change condition. In this embodiment, the following two conditions are primarily included as the predetermined lane change condition. (1) A situation in which it is predicted that the owner's vehicle 50 will change lanes. (2) A situation in which a lane change is currently taking place.

[0041] If at least one of these two conditions (1) and (2) is met, the reeving / rejecting determination unit is determined. 12 that the private vehicle 50 intends to change lanes (the own vehicle) 50 is about to change lanes) (positive determination).

[0042] In particular, in this embodiment, in order to determine whether the above two conditions (1) and (2) are met or not met, the following five sub-conditions are included as a detailed lane-change determination condition. <Erste Bestimmungsbedingung>

[0043] A control signal is entered in such a way that a control lever in the vehicle is activated. 50 The intended direction indicator is set by a driver to a left direction indicator position or a right direction indicator position. <Zweite Bestimmungsbedingung>

[0044] A crossing amount of the white line 61 or a degree of approximation to the white line 61 in your own vehicle 50 is greater than or equal to a predetermined value (threshold). <Dritte Bestimmungsbedingung>

[0045] The speed of movement (lateral speed of movement) in the transverse direction of the vehicle itself 50 is greater than or equal to a predetermined value (threshold). <Vierte Bestimmungsbedingung>

[0046] A yaw rate (angular velocity in one direction of rotation) or an estimate R (curve radius of a predicted route) of the own vehicle. 50 regarding the white line 61 is greater than or equal to a predetermined value (threshold). <Fünfte Bestimmungsbedingung>

[0047] The amount of change in the steering angle of the vehicle 50 is greater than or equal to a predetermined value (threshold).

[0048] The reeving / re-ejection determination unit 12 determined that the private vehicle 50 intends to change lanes if at least one of several of these determining conditions is met.

[0049] This leads to the situation that when it is determined that the private vehicle 50 intends to change lanes (the own vehicle) 50 is about to change lanes) (Step S21: YES), the lane-changing / lane-out determination unit 12 proceeds to step S24. The reeving / re-ejection determination unit 12 sets the determination flag of the own vehicle rotation state FA to 1 (step S24). In short, when the own vehicle 50 intends to change lanes (if the vehicle is in use) 50 (is about to change lanes), determines the merging / exiting unit of determination. 12 that the private vehicle50 exhibits the predetermined self-propelled vehicle rotation state. Otherwise, if it is determined that the self-propelled vehicle... 50 not intending to change lanes (the own vehicle 50 (not about to change lanes) (Step S21: NO), the lane-change determination unit proceeds. 12 Proceed to step S22. The reeving / re-ejection determination unit. 12 determines the presence or absence of discontinuity in the vehicle's own design 50 (whether or not driving one's own vehicle 50 (is discontinuous) (step S22). The reeving / re-ejection determination unit 12 As described above, it serves as a discontinuity detection device that determines whether or not driving the own vehicle is permitted. 50 is discontinuous. In the process of step S22, the degree of discontinuity of the vehicle is determined. 50calculated, whereby if the calculated degree of discontinuity is greater than or equal to a predetermined value (threshold), it is determined that driving the own vehicle is prohibited. 50 The discontinuity is determined. In this embodiment, for example, the change in the distance from the white line is calculated. 61 to your own vehicle 50 (Vehicle center axle) 52 or vehicle side surface) as the degree of discontinuity of the vehicle itself 50 calculated. Furthermore, the calculation method for the degree of discontinuity of the own vehicle is 50 not limited to this. According to another calculation method, for example, an amplitude can be calculated based on a maximum peak value and a minimum peak value in a time series change at a position in the transverse direction of the vehicle. 50 as a calculated value of the discontinuity degree of the own vehicle 50can be used. Furthermore, the amount of change in a steering angle, which is determined by the steering angle sensor, can be used. 25 is recorded as a calculated value of the discontinuity level of the vehicle's own vehicle. 50 be used.

[0050] This leads to the situation that, if it is determined that driving one's own vehicle is permitted... 50 discontinuous (discontinuity is determined) (step S22: YES), the reeving / removing unit of determination 12 proceeds to step S24. The reeving / re-ejection determination unit 12 sets the determination flag of the vehicle's rotation state FA to 1 (step S24). In short, when the vehicle is driven 50 The unit of determination for the shearing / shearing unit is determined if the discontinuity is detected (if a discontinuity is detected). 12 that the private vehicle 50 exhibits the predetermined self-propelled vehicle rotation state. Otherwise, if it is determined that driving the self-propelled vehicle... 50If the system is not discontinuous (discontinuity is not determined) (step S22: NO), the reeving / removing determination unit proceeds. 12 Proceed to step S23. The reeving / re-ejection determination unit. 12 determines whether or not the owner's vehicle 50 in a predetermined curve section (step S23). In this embodiment, a predetermined section of a road, consisting of a curve and / or a curve approach road that is a straight section of a predetermined road before entering the curve, is defined as a predetermined curve section. Consequently, in this embodiment, when the vehicle is 50 The system determines whether the vehicle is traveling either in the curve or on the approach road to the curve, and thus whether the road being traveled is the predetermined curve section. This is the merge / exit determination unit. 12As described above, it serves as a curve determination device that determines whether or not the vehicle's own 50 in the predetermined curve section, which is comprised of the curve and / or the approach road to the curve. In a process of step S23, it is determined whether the vehicle itself 50 ...driving in the curve, based on the following various pieces of information. The lane-change / lane-out determination unit. 12 determined that the private vehicle 50 driving in the curve, based on the estimate R of the own vehicle 50 , a form of stationary object at the roadside that is detected by the object detection device (such as a guardrail or the like), a movement location of the front vehicle 51 , of the recognition result of the white line 61 and the like. Furthermore, in the process of step S23, it is determined whether the own vehicle 50driving on the curve approach road, based on the following various pieces of information. The lane-change / lane-out determination unit. 12 determined that a curve in front of the vehicle 50 is present, based on the shape of the stationary object at the roadside, which is detected by the object detection device, and the location of movement of the vehicle in front. 51 , of the recognition result of the white line 61 and the like. In this way, the reeving / rejecting unit of determination is established. 12 that the private vehicle 50 driving on the curved approach road.

[0051] This leads to the situation that when it is determined that the private vehicle 50 in the predetermined curve section (step S23: YES), the lane-change / lane-out determination unit 12 proceeds to step S24. The reeving / re-ejection determination unit 12sets the determination flag of the own vehicle rotation state FA to 1 (step S24). In short, when the own vehicle 50 The lane-change / lane-out determination unit is determined by the vehicle driving in the predetermined curve section. 12 that the private vehicle 50 exhibits the predetermined self-propelled vehicle rotation state. Otherwise, if it is determined that the self-propelled vehicle... 50 If the vehicle does not travel in the predetermined curve section (step S23: NO), the lane-change / lane-out determination unit proceeds. 12 Proceed to step S25. The reeving / re-ejection determination unit. 12 sets the determination flag of the own vehicle rotation state FA to 0 (step S25). In short, when the own vehicle 50 The lane change unit is determined by the driver who does not intend to change lanes (is not about to change lanes). 12 that the private vehicle 50does not exhibit the predetermined self-propelled vehicle rotation state. Furthermore, it is determined when driving the self-propelled vehicle. 50 is not discontinuous (if no discontinuity is detected), the unit of determination for reversing / reversing 12 that the private vehicle 50 does not exhibit the predetermined self-propelled vehicle rotation state. Furthermore, it is determined when the self-propelled vehicle 50 does not drive in the predetermined curve section, the lane-change / lane-out determination unit 12 that the private vehicle 50 does not exhibit the predetermined self-vehicle rotation state.

[0052] Based on the speed control device 10 This embodiment can produce the following advantageous effect.

[0053] The speed control device 10This embodiment is designed to grant permission to carry out the lane-entry determination and the lane-out determination of the other vehicle (permission to carry out a determination process) based on a determination result as to whether or not the own vehicle 50 to determine the predetermined self-propelled vehicle rotation state, which is either a state before the start of a rotation or a rotation state. In a case where the self-propelled vehicle 50 The state of rotation exists when the determination of the lane-in and lane-out positions of the other vehicle is based on a position in the transverse direction of the front vehicle. 51 to be carried out, the risk that a movement of the vehicle in front will occur 51 regarding the private vehicle 50 cannot be accurately identified. In such a case, it is assumed that the vehicle in front is 51is mistakenly identified as a vehicle merging into or pulling out of the lane. Furthermore, there are also cases where the owner's own vehicle... 50 exhibits a state prior to the commencement of a rotation, concerns similar to the case above. In light of this point, based on the configuration described above, the speed control device 10 This embodiment aims to improve stability in the selection / non-selection of a preceding vehicle as a future goal of vehicle following control.

[0054] In particular, the speed control device determines 10 in this embodiment, whether or not the own vehicle 50 intends to change lanes (whether or not the own vehicle) 50 (is about to change lanes). Furthermore, the speed control device is designed to determine that the vehicle itself... 50exhibits the predetermined self-vehicle rotation state when it is determined that there is an intention to change lanes (the self-vehicle 50 (is about to change lanes). If the vehicle is its own vehicle 50 When the lane changes, it is assumed that a relative position between the vehicle itself and the vehicle is changing. 50 and the vehicle in front 51 changes and the movement of the vehicle in front 51 It cannot be precisely identified. Consequently, based on the configuration described above, the speed control device cannot be determined. 10 This embodiment results in a decrease in the accuracy of selecting / not selecting a preceding vehicle, which will be the target of a vehicle following control system, as a result of the lane change of the own vehicle. 50 impede.

[0055] The speed control device 10 This embodiment determines whether or not driving the owner's own vehicle is permitted.50 discontinuous (the presence or absence of discontinuity). Furthermore, the speed control device 10 designed to determine that the owner's vehicle 50 exhibits the predetermined self-propelled vehicle rotation state when it is determined that the self-propelled vehicle is being driven 50 is discontinuous (discontinuity is determined). Similar to the case of a lane change, when driving the vehicle oneself 50 It is discontinuous, assuming that the relative position between the own vehicle 50 and the vehicle in front 51 changes and the movement of the vehicle in front 51 It cannot be precisely identified. Consequently, based on the configuration described above, the speed control device cannot be determined. 10This embodiment results in a decrease in accuracy when selecting / not selecting a preceding vehicle as a goal of vehicle following control due to the discontinuity of the own vehicle. 50 impede.

[0056] The speed control device 10 This embodiment is designed to determine that the own vehicle 50 exhibits the predetermined self-propelled vehicle rotation state when it is determined that the self-propelled vehicle 50 in the predetermined curve section, and to prevent the execution of the lane-entry and lane-out maneuvers of another vehicle. In a curve and a curve approach road that is a straight road of a predetermined section before entering the curve, the situation changes, even if the vehicle itself is driving in the curve. 50 and the vehicle in front 51 along the course of the white line 61driving, a relative position in the transverse direction of the vehicle in front 51 In such a case, there is a risk that the vehicle in front will 51 is mistakenly identified as a vehicle entering or exiting the lane. Accordingly, the speed control device... 10 This embodiment is designed to prevent the execution of the lane-change and lane-change determinations of the other vehicle in a situation where such an erroneous determination is possible. Based on the configuration described above, the cruise control device can 10 In this embodiment, as described above, stability in the selection / non-selection of a preceding vehicle as a goal of a vehicle following control system is achieved as a result of the vehicle's own location. 50 improve.

[0057] The speed control device 10The determination of the lane-in and lane-out positions of another vehicle (a determination process) is carried out, for example, on the basis of an offset position in the transverse direction Rx, which is considered a relative position with respect to the vehicle itself. 50 in the width direction of the vehicle in front 51 is calculated. In this embodiment, such a speed control device is used. 10 , a configuration applied in which the permission to perform the lane-change determination and the lane-change determination of another vehicle (permission to perform a determination process) is based on a determination result of the predetermined own vehicle rotation state in the own vehicle 50 is determined. In a configuration where the offset position Rx is used as the determining parameter for the merging and merging determination of another vehicle, it is affected when the own vehicle 50exhibits the predetermined self-vehicle rotation state, the state has a computational accuracy of a position in the transverse direction of the front vehicle 51 clearly, and can detect the movement of the vehicle in front. 51 not be accurately detected. Consequently, in the configuration where the offset position Rx is used as the determining parameter for determining the merging and merging of the other vehicle, the probability of an incorrect determination of whether or not the front vehicle is detected increases. 51 This corresponds to a vehicle merging into or out of the lane. Accordingly, with the speed control device 10In this embodiment, a configuration in which permission to execute the lane-cut determination and lane-out determination of the other vehicle is determined is applied to a configuration in which the offset position Rx is used as the determination parameter. Based on the configuration described above, the cruise control device 10 This embodiment, as described above, more adequately produces an effect such that the stability when selecting / not selecting a vehicle ahead as a goal of vehicle following control is improved. (Other embodiments)

[0058] The speed control device 10 The present invention is not limited to the embodiment described above, but can be implemented, for example, as follows.

[0059] The reeving / re-ejection determination unit 12The embodiment described above serves as a transverse position calculating device, which determines an offset position in the transverse direction Rx as a relative position with respect to the vehicle itself. 50 in the width direction of the vehicle in front 51 calculated. Furthermore, the unit of determination for reeving / removing the reeving is... 12Designed to perform the lane-entry and lane-out determination of another vehicle using the offset position Rx as the determination parameter. However, the present configuration is not limited to this. The configuration for acting as the transverse position calculating device may differ from the configuration described above. Furthermore, the determination parameter used for lane-entry and lane-out determination of the other vehicle may differ from the parameter mentioned above. In further embodiments, the lane-entry / lane-out determination unit serves 12 for example, as a transverse position calculating device that determines a relative position with respect to the white line 61 in the vehicle width direction (transverse direction) of the vehicle in front 51 calculated. Furthermore, the reeving / rejecting unit of determination 12the determination of the lane entry and lane exit of the other vehicle using the relative position with respect to the white line 61 in the width direction of the vehicle in front 51 as a determining parameter. When determining the lane entry and lane exit of another vehicle using the white line. 61 can, if the vehicle is the owner's own 50 exhibits a predetermined self-vehicle rotation state, the movement of the front vehicle 51 cannot be accurately identified. Consequently, if the vehicle is owned by the owner, there is a risk of confusion. 50 exhibits the predetermined self-vehicle rotation state, the risk that the accuracy in determining a merging vehicle and a merging vehicle with respect to the front vehicle is compromised. 51decreases. Consequently, in order to prevent the lane-entry and lane-out determination of another vehicle in a situation that easily leads to an incorrect determination, further embodiments can be configured as follows. In particular, when determining the lane-entry and lane-out determination of another vehicle using the white line 61 , if the private vehicle 50 If the vehicle exhibits the predetermined rotation state, a configuration to prohibit the merging and merging determination of the other vehicle is applied.

[0060] Determining the lane entry and lane exit of another vehicle using the white line 61 This can be implemented as follows. In further embodiments, the reeving / rejecting determination unit calculates 12 for example, the degree of approach or the amount of crossing by the vehicle in front. 51regarding the white line 61 as a parameter that determines the relative position with respect to the white line 61 in the vehicle width direction (transverse direction) of the vehicle in front 51 displays. Furthermore, the reeving / rejecting determination unit 12 The determination of the other vehicle's merging and merging maneuvers is based on the calculated degree of approach or crossing amount. Furthermore, the degree of approach or crossing amount of the leading vehicle is also taken into account. 51 regarding the white line 61 for example, the amount of a crossing of the white line 61 the private lane 63 , on which the private vehicle 50 drives, through the vehicle in front 51 , which is on the adjacent lane 64 travels (white line crossing amount). In this case, it is determined when the white line crossing amount increases (the vehicle in front travels further). 51the own vehicle 50 (approximates) and the white line crossing amount is greater than or equal to a predetermined value (threshold) over time, the shear-in / shear-out determination unit 12 the vehicle in front 51 as a merging vehicle. Otherwise, if the white line crossing amount decreases (while the vehicle in front is moving). 51 from the own vehicle 50 The unit of determination for retiree / re-determine is determined by the fact that the distance (moving away) and the amount of white line crossing falls below a predetermined value (threshold) over time. 12 the vehicle in front 51 as a breakaway vehicle.

[0061] In the embodiment described above, the offset position Rx and the predetermined value (threshold) are compared, and based on the comparison result, the lane-cutting and lane-out determination of the other vehicle are executed. However, the present configuration is not limited to this. In further embodiments, for example, a predicted value is set at a position in the transverse direction of the leading vehicle. 51 in accordance with a speed of movement in a transverse direction of the lane (lateral speed) of the vehicle in front 51The calculated predicted value is further refined. In other embodiments, the calculated predicted value and a predetermined value (threshold) are compared, and, based on the comparison result, the lane-entry and lane-out determination of another vehicle is executed. In other embodiments, a configuration for determining permission to execute the lane-entry and lane-out determination of another vehicle can be applied to such a configuration.

[0062] The reeving / re-ejection determination unit 12 In the embodiment described above, for example, a first determining device serves to determine the merging and merging of another vehicle using a positional coordinate with respect to the white line. 61 in an x-axis direction of the front vehicle 51as a determining parameter. Furthermore, the shear-in / shear-out determination unit serves 12 as a second determining device that determines the merging and merging of another vehicle using an offset position in the transverse direction Rx, which is a position coordinate based on the own vehicle 50 in the x-axis direction of the front vehicle 51 is executed as a determination parameter. In such a case, in further embodiments, a configuration for determining the permission to execute the lane-entry determination and the lane-out determination of another vehicle can be applied to the configuration for executing the determination by changing the first determination device and the second determination device. In this case, if it is determined that the own vehicle 50If a vehicle has a predetermined rotation state, a configuration can be used to prohibit the lane-cutting and lane-out determination of the other vehicle by the first and second determination devices. Furthermore, a configuration can be used to prohibit a determination by either the first determination device or the second determination device.

[0063] In the embodiment described above, a road consisting of a curve and a curve approach road is defined as a predetermined section, and it is determined whether or not the own vehicle 50 in one of the road sections (predetermined curve section) within the curve or the curve approach road. Furthermore, in the embodiment described above, if it is determined that the own vehicle 50Driving in the predetermined curve section, the system prohibits the merging and merging of another vehicle. However, the present configuration is not limited to this. In further embodiments, the configuration can be modified, for example, as follows. In particular, in further embodiments, only the curve itself can be defined as the predetermined curve section, and it is determined whether or not the vehicle itself... 50 driving in the curve, and can, if it is determined that the own vehicle 50 When driving in a curve, the lane-change and lane-change maneuvers of another vehicle are prohibited. Alternatively, in further embodiments, only the approach road to the curve can be defined as the predetermined curve section, and it is determined whether or not the vehicle itself can proceed. 50 driving on the curved approach road, and can, if it is determined that the private vehicle 50Driving on the curve approach road, the merging and exiting maneuvers of another vehicle are prohibited.

[0064] The reeving / re-ejection determination unit 12 The embodiment described above serves as a rotation determination device that determines whether or not the vehicle itself 50 exhibits the predetermined vehicle rotation state. Furthermore, it is the reversing / reversing determination unit. 12 designed to determine that the owner's vehicle 50 exhibits the predetermined self-vehicle rotation state when the self-vehicle 50 either a state before the start of a rotation or a rotational state. However, the present configuration is not limited to this. In further embodiments, for example, only one state of the vehicle itself is possible. 50The predetermined vehicle rotation state can be used before the start of a rotation. Alternatively, in further embodiments, a state in which a rotation of the vehicle is prevented can be used. 50 This occurs when the predetermined vehicle rotation state is used.

[0065] In the embodiment described above, the following three subconditions are a determining condition for determining whether or not the own vehicle 50 The predetermined state of rotation of the own vehicle is provided for. In particular, the first determining condition is such that it is determined that the own vehicle 50 intends to change lanes (the own vehicle) 50 (is about to change lanes). The second condition is such that it is determined that there is a discontinuity of the vehicle itself. 50 is determined (driving one's own vehicle) 50(is discontinuous). The third determining condition is such that it is determined that the private vehicle 50 in the predetermined curve section. Furthermore, in the embodiment described above, if at least one of these three conditions is met, it is determined that the vehicle is driving in the predetermined curve section. 50 exhibits the predetermined state of rotation of the own vehicle, whereupon the determination of the lane-cutting and lane-out determination of another vehicle is prohibited. However, the present configuration is not limited to this. In further embodiments, the configuration can be modified, for example, as follows. In particular, in further embodiments, one of the three determination conditions mentioned above can be used as the determination condition for determining whether or not the own vehicle 50The predetermined state of rotation of the vehicle itself can be specified. Alternatively, in further embodiments, two of the three aforementioned determining conditions can be used as the determining condition for deciding whether or not the vehicle itself exhibits the predetermined state of rotation. 50 The predetermined self-vehicle rotation state must be specified.

[0066] In the embodiment described above, the lane-entry and lane-out detection of another vehicle is directed toward a fusion target. However, the present configuration is not limited to this. Other embodiments may, for example, be designed to direct the lane-entry and lane-out detection of the other vehicle either toward the target identified by the imaging device. 21 is detected, or on the target that is detected by the radar device 22 is captured, with the intention of executing it.

[0067] In the embodiment described above, the imaging device 21 and the radar device 22 as the object detection device. However, the present configuration is not limited to this. In further embodiments, for example, a sonar can be used to detect an object using ultrasound waves as an alternative to a radar device. 22 Furthermore, in other embodiments, the technology according to the invention can be applied to a system in which only the imaging device is provided. 21 as the object detection device is intended, or applied to a system in which only the radar device 22 as the object detection device is intended. Reference symbol list 10 Speed ​​control device 11 White line detection unit 12 Shearing / Shearing Determination Unit 13 Leading vehicle selector unit 14 Control target value calculation unit 21 Imaging device 22 Radar device 23 Yaw rate sensor 31 Internal combustion engine ECU 32 Brake ECU

Claims

[1] Vehicle speed control device ( 10 ) with: – a lateral position calculating device that calculates a lateral position, which is a position in a vehicle width direction of a front vehicle ( 51 ) is, which is in front of a private vehicle ( 50 ) drives; – a vehicle determination device that performs a lane-entry determination and a lane-out determination with respect to the vehicle in front, determining whether the vehicle in front, which is in an adjacent lane ( 64 ) adjacent to a dedicated lane ( 63 ) is driving, which is a lane occupied by the own vehicle, is a merging vehicle merging into the own lane, and it is determined whether the front vehicle driving in the own lane is a merging vehicle merging out of the own lane, based on the lateral position calculated by the lateral position calculating device; – a rotation determination device that determines whether or not the vehicle has a predetermined rotation state, which is either a state before the start of a rotation or a rotation state; and – a permit determination device that determines a permit to carry out the reeving determination and the reeving determination based on a determination result by the rotation determination device. [2] Vehicle speed control device according to claim 1, characterized by that it has a lane change determination device that determines whether or not the vehicle is about to change lanes, wherein the rotation determination device determines that the vehicle is in the vehicle rotation state when the lane change determination device determines that the vehicle is about to change lanes. [3] Vehicle speed control device according to claim 1 or 2, characterized bythat it has a discontinuity detection device which determines whether or not the driving of the own vehicle is discontinuous, wherein the rotation detection device determines that the own vehicle has the own vehicle rotation state if the discontinuity detection device determines that the driving of the own vehicle is discontinuous. [4] Vehicle speed control device according to one of claims 1 to 3, characterized by that it has a curve determination device which determines whether or not the own vehicle is traveling in a curve section which is constructed from a curve and / or a curve approach road which is a predetermined section before entering the curve, wherein the rotation determination device determines that the own vehicle has the own vehicle rotation state when the curve determination device determines that the own vehicle is traveling in the curve section. [5] Speed ​​control method by a vehicle speed control device ( 10 ), the procedure comprising the following steps: – a lateral position calculation step to calculate a lateral position that defines a position in a vehicle width direction of a front vehicle ( 51 ) is, which is in front of a private vehicle ( 50 ) drives; – a vehicle determination step to perform a lane-entry determination and a lane-out determination with respect to the vehicle in front, in which it is determined whether the vehicle in front, which is on an adjacent lane ( 64 ) adjacent to a dedicated lane ( 63) is driving, which is a lane occupied by the own vehicle, is a merging vehicle merging into the own lane, and it is determined whether the front vehicle driving in the own lane is a merging vehicle merging out of the own lane, based on the lateral position calculated by the lateral position calculation step; – a rotation determination step to determine whether or not the vehicle has a predetermined vehicle rotation state, which is either a state before the start of a rotation or a rotation state; and – a permission determination step to determine a permission to perform the reeving determination and the reeving determination based on a determination result by the rotation determination step.