JP2018167733A - Vehicle travelling control device - Google Patents

Abstract

To provide a vehicle travelling control device that allows a vehicle to travel along a target course without deviating the vehicle from a lane by prompting the driver to operate a steering wheel even when the vehicle passes through a sharp curve and the like without operating the steering wheel while keeping a smooth steering feeling at the time when the vehicle travels by operation of the steering wheel by the driver.SOLUTION: The vehicle travelling control device calculates target steering torque Tδ required for preventing an own vehicle from deviating from a lane on which a target course is set, outputs the torque to a steering control part 40 and controls steering. Further, the device calculates yaw moments Mz to be added to the own vehicle under following travelling control by which the own vehicle is made to follow-travel along the target course, calculates motor torque Trr which is generated by a second motor 17 and motor torque Trl which is generated by a third motor 18 on the basis of the added yaw moments Mz, and outputs the torque to a second motor control part 26 and a third motor control part 27.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a vehicle travel control apparatus that can freely follow a lane and travel from a lane along a target course by a yaw moment generated by steering control and braking / braking force distribution control of wheels.

  In recent years, in a vehicle, driving support control such as follow-up running control that travels along a target course and departure prevention control that prevents lane departure by generating yaw moment by braking / driving force distribution control of wheels in addition to steering control And technology to execute automatic operation control has been developed and put into practical use. For example, in Japanese Unexamined Patent Publication No. 2006-150683 (hereinafter referred to as Patent Document 1), a steering assist torque and a left and right wheel torque vectoring mechanism are provided, and a steering assist torque target value provided by the steering assist mechanism for driving assistance control is disclosed. And a vehicle driving support control device that determines a target value of a braking / driving force difference between left and right wheels given by a torque vectoring mechanism for driving support control based on a steering torque by a driver is disclosed. .

Japanese Patent Laid-Open No. 2006-150683

  By the way, in order to add a yaw moment to the vehicle, it is possible to perform the braking / driving force distribution control of the wheels in addition to the steering control as in the driving support control device disclosed in Patent Document 1 described above. In a vehicle equipped with such steering control and wheel braking / braking force distribution control, for example, the driver can travel while correcting the deviation from the target course to be steered by the driver by the wheel braking / driving force distribution control. Smooth running is possible. However, when the braking / driving force distribution control of the wheels is set with the auxiliary characteristics as described above, the yaw moment is applied to the vehicle by the braking / driving force distribution control of the wheels in the automatic driving state where the driver does not hold the steering wheel. For example, when trying to pass a sharp curve or the like, the yaw moment added to the vehicle is insufficient with only the braking / driving force distribution control of the wheels, and it is difficult to follow the target course. There is a risk of becoming. It is also necessary to prompt the driver to operate the steering wheel.

  The present invention has been made in view of the above circumstances, with the smooth steering feeling when the driver runs by operating the steering wheel as it is, and in the state of automatic driving where the driver does not operate the steering wheel, An object of the present invention is to provide a vehicle travel control device that enables a vehicle to travel along a target course without deviating from the lane while prompting a driver to operate a steering wheel even when passing a sharp curve or the like. Yes.

  According to one aspect of the vehicle travel control apparatus of the present invention, a departure prevention control means for preventing a departure of the host vehicle from a lane in which a target course is set in advance based on the travel environment information of the host vehicle, and the target course. A follow-up running control means for causing the vehicle to follow up, a steering control means for steering control based on a control amount from the departure prevention control means, and a braking / driving force of a wheel based on a control amount from the follow-up running control means Yaw moment addition control means for adding a yaw moment to the vehicle by distribution control is provided.

  According to the vehicle travel control device of the present invention, the smooth steering feeling when the driver travels by operating the steering wheel is kept as it is, and in the automatic driving state where the driver does not operate the steering wheel, for example, Even when passing a sharp curve or the like, the vehicle can travel along the target course without deviating from the lane while prompting the driver to operate the steering wheel.

1 is an overall configuration diagram of a vehicle according to an embodiment of the present invention. It is functional block explanatory drawing of the control unit which concerns on one Embodiment of this invention. It is explanatory drawing of the own vehicle, lane, and each parameter on XY coordinate based on one Embodiment of this invention. It is explanatory drawing of the deviation | shift amount of the position in the vehicle width direction of the estimated vehicle locus | trajectory of the own vehicle and a target course based on one Embodiment of this invention. FIG. 5A is a characteristic map of each additional yaw moment according to the embodiment of the present invention, and FIG. 5A is an additional yaw moment set in accordance with the amount of deviation between the target course and the vehicle position in the width direction of the vehicle. FIG. 5B shows an additional yaw moment characteristic map that is set according to the amount of deviation between the target course and the vehicle position in the width direction of the host vehicle caused by a disturbance acting on the host vehicle. FIG. 5C shows an example of an additional yaw moment characteristic map that is set in accordance with the amount of deviation of the angle between the traveling direction of the target course and the traveling direction of the host vehicle. It is explanatory drawing which shows an example of the control which returns to a lane following via the deviation prevention from a lane according to one Embodiment of this invention.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  In FIG. 1, reference numeral 1 indicates the host vehicle, reference numeral 2 indicates a drive system of the host vehicle 1, and reference numeral 3 indicates a steering system of the host vehicle 1.

  The drive system 2 includes a front wheel driving force transmission path composed of an engine 11, a clutch mechanism 12, a first motor 13, a transmission 14, a reduction gear 15, drive wheels (left front wheel 16fl, right front wheel 16fr), and a second motor. 17, a four-wheel drive including a third motor 18, a reduction gear (left reduction gear 19 rl, right reduction gear 19 rr), and a rear wheel driving force transmission path composed of drive wheels (left rear wheel 20 rl, right rear wheel 20 rr). It has a possible configuration.

  In the front wheel driving force transmission path, the driving force of the engine 11 and the first motor 13 is transmitted to the front driving wheels (the left front wheel 16fl and the right front wheel 16fr) via the transmission 14 and the reduction gear 15. In the rear wheel driving force transmission path, the driving force of the second motor 17 is transmitted to the right rear wheel 20rr via the right reduction gear 19rr, and the driving force of the third motor 18 is transferred via the left reduction gear 19rl. It is transmitted to the left rear wheel 20rl.

  The first motor 13 is driven by the electric power stored in the battery device 21, and is rotated by the output torque of the engine 11 to generate electric power, and the generated electric power is stored in the battery device 21. The second motor 17 and the third motor 18 are driven by at least one of the stored power of the battery device 21 and the power generated by the first motor 13.

  The engine control unit 22 controls the torque of the engine 11 by controlling the throttle opening based on the engine torque command value output from the control unit 50. The transmission control unit 23 controls the gear ratio of the transmission 14 based on the shift command value output from the control unit 50. The battery control unit 24 detects the voltage and current of the battery device 21 and calculates the state of charge (SOC) of the battery. The first motor control unit 25, the second motor control unit 26 and the third motor control unit 27 as the yaw moment addition control means are a first motor torque command value, a second motor torque command value output from the control unit 50, and Based on the third motor torque command value, the torques of the first motor 13, the second motor 17, and the third motor 18 are controlled.

  On the other hand, in the steering system 3 of the host vehicle 1, a steering shaft 31a extends from a steering wheel 31, and the front end of the steering shaft 31a is provided with a steering gear via a joint portion 32 including a universal joint 32a and a joint shaft 32b. The pinion shaft 35 protruding from the box 34 is connected.

  A tie rod 36fl extends from the steering gear box 34 toward the left front wheel 16fl, while a tie rod 36fr extends toward the right front wheel 16fr. The tie rod ends of the tie rods 36fl and 36fr are connected to axle housings 38fl and 38fr that rotatably support the wheels 16fl and 16fr on the respective sides via knuckle arms 37fl and 37fr.

  Further, the steering system 3 of the host vehicle 1 is provided with a known rack assist type electric power steering mechanism 39. The electric motor for power steering of the electric power steering mechanism 39 is driven by a power steering motor driving section (not shown), and the power steering motor driving section is controlled based on a signal from a steering control section 40 as steering control means. The

  The control unit 50 includes a camera device (stereo camera, monocular camera, color camera, etc.), a radar device (laser radar, millimeter wave radar, etc.), sonar, etc., and detects traveling environment information in which the vehicle travels. A travel environment recognition device 41 for recognizing a travel environment, a navigation system that detects own vehicle position information (latitude / longitude, moving direction, etc.), displays the position of the own vehicle on map information, and guides a route to the destination. 42, a vehicle speed sensor 43 for detecting the vehicle speed V, a steering angle sensor 44 for detecting the steering angle δ, a sensor such as a yaw rate sensor 45 for detecting the yaw rate γ, and switches are connected.

  For example, when the traveling environment recognition device 41 is configured by a stereo camera, the stereo camera is attached to the front of the ceiling in the vehicle interior at a certain interval, and a set of cameras that captures images of objects outside the vehicle from different viewpoints. And a stereo image processing apparatus for processing image data from the camera.

  The processing of image data from the camera in the stereo image processing apparatus of the traveling environment recognition apparatus 41 is performed as follows, for example. First, distance information is obtained from a pair of stereo image pairs taken in the traveling direction of the host vehicle captured by the camera from a corresponding positional shift amount, and a distance image is generated.

  In recognition of lane markings such as white lines, the left and right lane markings on the image plane are evaluated on the basis of the knowledge that the white lines are brighter than the road surface. Is specified on the image plane. The position (x, y, z) of the lane marking in the real space is based on the position (i, j) on the image plane and the parallax calculated with respect to this position, that is, based on the distance information. It is calculated from a known coordinate conversion formula. In the present embodiment, the coordinate system of the real space set based on the position of the host vehicle is, as shown in FIG. 3, with the road surface directly below the center of the camera as the origin, the vehicle longitudinal direction is the X axis, the vehicle width The direction (vehicle lateral direction) is the Y axis, and the vehicle height direction is the Z axis. At this time, the xy plane at z = 0 coincides with the road surface when the road is flat. The road model is expressed and acquired by dividing the traveling lane of the host vehicle on the road into a plurality of sections in the distance direction, and connecting the left and right lane markings in each section to a predetermined approximation.

  The traveling environment recognition device 41 performs a well-known grouping process on the basis of distance image data representing a three-dimensional distance distribution, and compares it with a frame (window) such as side wall data and three-dimensional object data along the road. Side wall data such as existing guardrails and curbs are extracted, and three-dimensional objects are classified and extracted into pedestrians, two-wheeled vehicles, four-wheeled vehicles (vehicles), and other three-dimensional types. In addition, among the recognized vehicles, for example, a vehicle that is closest to the host vehicle 1 and is continuously recognized as the same vehicle for a set time or longer is extracted as a preceding vehicle. As information of these three-dimensional objects, in addition to the type of the three-dimensional object, the distance from the own vehicle, the direction, and the center position, the relative position of the part closest to the own vehicle of the three-dimensional object, the speed, Information on the angle formed by the traveling direction with respect to the traveling direction of the host vehicle is input.

  Further, for the above-described lane marking information and three-dimensional object information, the reliability is set in the traveling environment recognition device 41, and the reliability information is also input to the control unit 50.

  The reliability of the lane line information depends on the number of feature values of the lane line existing in the processing area determined in the lane on the image captured by the camera, for example, on the line. Calculate the degree. When there is an ideal straight solid lane line in the area, the feature quantity of the lane line that exists is set to 1, and if there is no feature quantity at all, or it cannot be judged as being aligned on the line In this case, 0 is set. And when a lane is detected with the reliability more than the preset threshold value, it determines with a lane existing.

  In addition, the reliability of the three-dimensional object is set according to the time for which the three-dimensional object detected in the set region is continuously recognized as the same three-dimensional object, for example, so that the three-dimensional object is continuously recognized as the same three-dimensional object. The reliability is set to high 1 and the reliability is set to 0 as the continuous recognition time decreases. And when a solid object is detected with the reliability more than the preset threshold value, it determines with a solid object existing. If it is recognized that a three-dimensional object exists, the position of the information about the three-dimensional object in the front-rear direction of the three-dimensional object with respect to the own vehicle, the position of the three-dimensional object in the lateral direction with respect to the own vehicle, and the traveling direction of the three-dimensional object with respect to the traveling direction of the own vehicle. As for the angle, the reliability is set according to the detected stability (for example, continuously recognized time). And when it is more than the reliability threshold value preset for each parameter, it is determined that the parameter is detected, and when the reliability threshold value is not reached, the parameter is not detected. Determined.

  The navigation system 42 is a well-known system. For example, the navigation system 42 receives a radio signal from a GPS (Global Positioning System) satellite, acquires vehicle position information (latitude, longitude), and acquires a vehicle speed from the sensor 33. Further, the moving direction information is acquired by a geomagnetic sensor or a gyro sensor. The navigation system 42 includes a navigation ECU that generates route information for realizing the navigation function, and a map database that stores map information (supplier data and data updated in a predetermined manner). And information is output from a notification device (not shown).

  The navigation ECU superimposes the route information to the destination designated by the user on the map image and displays it on the notification device, and based on the detected vehicle position, speed, traveling direction, etc., the current position of the vehicle Are superimposed on the map image on the notification device. The map database stores information necessary for constructing a road map such as node data and facility data. The node data relates to the position and shape of the road constituting the map image. For example, the coordinates of the points (node points) on the road including the center point in the width direction of the road (lane) and the branch point (intersection) of the road ( (Latitude, longitude), direction of road including the node point, type (for example, information such as expressway, main road, city road), type of road at the node point (straight section, arc section (arc curve section)), Clothoid curve section (relaxation curve section)) and curve curvature (or radius) data are included.

  Then, the control unit 50 calculates a control amount (target steering torque Tδ) of departure prevention control for preventing a departure from the lane where the target course is set based on the input signals from the respective sensors 41 to 44 described above. The target steering torque Tδ is output to the steering control unit 40 for steering control. Also, a control amount (yaw moment Mz to be added to the host vehicle) for tracking the host vehicle to follow the host vehicle along the target course is calculated, and the motor torque Trr generated by the second motor 17 based on the additional yaw moment Mz. The motor torque Trl generated by the third motor 18 is calculated and output to the second motor control unit 26 and the third motor control unit 27.

  For this reason, as shown in FIG. 2, the control unit 50 is mainly composed of a travel information acquisition unit 50a, a departure prevention control unit 50b, and a lane tracking control unit 50c.

  The travel information acquisition unit 50a receives the signals from the sensors 41 to 45 described above, acquires the lane information on which the host vehicle 1 travels to perform the departure prevention control and the lane tracking control, and the host vehicle. 1 traveling state is acquired.

  Specifically, in the present embodiment, the target course of the host vehicle 1 that performs lane tracking control is set at the center of the lane, and the following parameters are calculated for the lane.

  Here, derivation of parameters that can be obtained from the lane markings recognized by the travel environment recognition device 41 will be described with reference to FIG.

  The lane marking on the left side of the host vehicle 1 is approximated by the following equation (1) by the method of least squares.

y = AL · x ² + BL · x + CL (1)
Further, the lane marking on the right side of the host vehicle 1 is approximated by the following equation (2) by the method of least squares.

y = AR · x ² + BR · x + CR (2)
In the above equations (1) and (2), “AL” and “AR” indicate the curvatures in the respective curves, the curvature κl of the left white line is 2 · AL, and the right white line The curvature κr is 2 · AR. Accordingly, when the center of the lane is the target course, the curvature κ of the target course is calculated by (κl + κr) / 2.

  In the equations (1) and (2), “BL” and “BR” indicate the inclination of each curve in the width direction of the host vehicle 1, and “CL” and “CR” indicate the respective curves. The position in the width direction of the host vehicle 1 is shown.

  For this reason, the on-lane yaw angle (hereinafter referred to as the on-vehicle yaw angle) θyaw formed by the traveling direction of the own vehicle 1 with respect to the travel lane (target course) of the own vehicle 1 is set to the above-described (1), ( It calculates with the following (3) Formula by the approximation formula of 2).

θyaw = tan ⁻¹ ((BL + BR) / 2) (3)
Further, the vehicle lateral position yv in the lane width direction, which is the vehicle position from the center of the lane at the current time (target course), can be calculated by the following equation (4).

yv = (CL + CR) / 2 (4)
Furthermore, the distance L from the lane marking to the host vehicle 1 is calculated by the following equation (5), for example.

L = ((CL-CR) -W) / 2-yv (5)
Here, W is a vehicle width.

  Further, the deviation amount Δy between the target course and the vehicle position in the width direction of the host vehicle 1 at the preset forward gazing point (position) can be calculated by the following equation (6), for example, as shown in FIG. .

Δy = (yl + yr) / 2−yvv (6)
In this equation (6), yvv is the y coordinate of the estimated vehicle trajectory at the x coordinate of the vehicle's forward gaze point (position) (0, xv), and the front gaze distance (z coordinate) of the front gaze point (0, xv). Xv in the present embodiment is calculated by xv = tc · V. Here, tc is a preset preview time, and is set to 1.2 sec, for example.

Therefore, yvv can be calculated by, for example, the following equation (7) when using vehicle specifications, vehicle-specific stability factor As, or the like based on the running state of the vehicle.
yvv = (1/2) · (1 / (1 + As · V ² )) · (δ / Lw)
・ (Tc ・ V) ² (7)
Here, Lw is a wheel base. In the equation (6), yl is the y coordinate of the left lane line in the x coordinate of the forward gazing point (0, xv), and yr is the right lane line in the x coordinate of the forward gazing point (0, xv). Y coordinate.

The above yvv can be calculated by the following equation (8) using the vehicle speed V and the yaw rate γ, or can be calculated by the following equation (9) based on the image information.
yvv = (1/2) · (γ / V) · (V · tc) ² (8)
yvv = (1/2) · κ · (V · tc) ² (9)
When tc is set to zero, Δy has the same value as the amount of deviation between the target course and the vehicle 1 at the current time, as shown in FIG.

  Thus, the lane information on which the host vehicle 1 travels necessary for performing the departure prevention control and the lane tracking control calculated by the traveling information acquisition unit 50a is included in the departure prevention control together with the signals from the sensors 41 to 45 described above. Is output to the unit 50b and the lane following control unit 50c.

  When the lane is recognized, the departure prevention control unit 50b calculates a predicted lane departure time t_tlc that deviates from the lane in the current traveling state by, for example, the following equation (10).

t_tlc = (L−y_offset) / (V · sin (θyaw) (10)
Here, y_offset is a value set by referring to a map or table that has been set in advance through experiments and calculations, for example, under conditions such as road surface cant, road width, and lane curvature. Then, the lane departure prevention target turning amount (in this embodiment, the lane departure prevention target yaw rate) γtL is calculated by, for example, the following equation (11).

γtL = −θyaw / t_tlc (11)
If the lane is not recognized, the lane departure prevention target yaw rate γtL is set to 0 (γtL = 0).

  The departure prevention control unit 50b calculates the target steering torque Tδ by, for example, the following equation (12) based on the lane departure prevention target yaw rate γtL calculated by the above equation (11), and sends it to the steering control unit 40. Output.

Tδ = Gtff · γtL + Gtfbp · (γtL−γ) + Gtfbd · d (γtL−γ) / dt
+ Gtfbi · ∫ (γtL−γ) dt (12)
Here, Gtff is a feed forward gain set in advance by experiment, calculation, etc., and Gtfbp, Gtfbd, Gtfbi are feedback gains set in advance by experiment, calculation, etc.

  Thus, the departure prevention control unit 50b is provided as departure prevention control means.

  Based on the information from the travel information acquisition unit 50a, the lane tracking control unit 50c adds the yaw moment Mz added to the host vehicle 1 to drive the host vehicle 1 along the target course (lane center in the present embodiment). Is calculated by the following equation (13), for example.

Mz = Mzy + Mziy + Mzθ (13)
Here, Mzy is an additional yaw moment that is set according to a deviation amount Δy between the target course and the vehicle position in the width direction of the host vehicle at a preset forward gazing point (position). It is set with the characteristics shown in the map of FIG. Mziy is an additional yaw moment that is set in accordance with the amount of deviation between the target course and the vehicle position in the width direction of the host vehicle caused by a disturbance acting on the host vehicle. It is set with the characteristics shown in the map of 5 (b). In the present embodiment, the amount of deviation between the target course and the vehicle position in the width direction of the host vehicle caused by disturbance acting on the host vehicle is obtained by, for example, integrating Δy of “∫ (Δy) dt”. calculate. Further, Mzθ is an additional yaw moment set according to the amount of deviation θyaw of the angle between the traveling direction of the target course and the traveling direction of the host vehicle. For example, Mzθ is shown in the map of FIG. It is set with the characteristics shown.

  Then, the lane tracking control unit 50c, for example, based on the yaw moment Mz added to the host vehicle 1 calculated by the above equation (13) (counterclockwise as “+”), for example, the following (14), ( 15), the motor torque Trl generated by the third motor 18 and the motor torque Trr generated by the second motor 17 are calculated. The motor torque Trl is calculated by the third motor control unit 27, and the motor torque Trr is calculated by the second motor. Output to the control unit 26.

Trl = − (rt / d) · Mz (14)
Trr = + (rt / d) · Mz (15)
Here, rt is a tire radius and d is a tread.

  Thus, the lane tracking control unit 50c is provided as a tracking traveling control unit. The control amount (yaw moment Mz) by the lane follow-up control unit 50c is the same as the target course in the width direction of the host vehicle at the preset forward gazing point (position), as is apparent from the above-described equation (13). A deviation amount Δy from the vehicle position, a deviation amount “∫ (Δy) dt” between the target course and the vehicle position in the width direction of the own vehicle caused by a disturbance acting on the own vehicle, and a traveling direction of the target course and the own vehicle This is a control amount calculated by feedback control according to the angle deviation amount θyaw of the traveling direction.

  As described above, according to the embodiment of the present invention, the control amount (target steering torque Tδ) of the departure prevention control for preventing the departure from the lane where the target course is set is calculated, and the target steering torque Tδ is the steering control. It outputs to the part 40 and performs steering control. Also, a control amount (yaw moment Mz to be added to the host vehicle) for tracking the host vehicle to follow the host vehicle along the target course is calculated, and the motor torque Trr generated by the second motor 17 based on the additional yaw moment Mz. The motor torque Trl generated by the third motor 18 is calculated and output to the second motor control unit 26 and the third motor control unit 27.

  An example of the control that returns from the lane tracking control to the lane tracking control again through the departure prevention control by the above automatic driving control will be described with reference to FIG.

  First, as indicated by the arrows in FIG. 6, at the time of Q1, when the lane following control is executed so that the yaw moment Mz is added to the host vehicle by the wheel braking / driving force distribution control and the vehicle follows the target course. When a departure from a lane is predicted, a lane departure prevention target yaw rate γtL of a departure avoidance route that prevents the departure from the lane is calculated, and a target steering torque Tδ corresponding to the lane departure prevention target yaw rate γtL is calculated as Q2. As indicated by the points, steering control is performed with the target steering torque Tδ. For this reason, when the yaw moment is being added to the vehicle by the braking / driving force distribution control of the wheel in the automatic driving state where the driver does not hold the steering wheel, for example, when trying to pass a sharp curve, Even if the wheel braking / driving force distribution control alone is not sufficient, the yaw moment added to the vehicle will be insufficient, making it difficult to follow the target course and driving away from the lane. Control is performed and departure from the lane is reliably prevented. Further, the rotation of the steering wheel allows the driver to know the necessity of steering, and can prompt the driver to steer. After that, when deviation from the lane is prevented and the driver is steered and proceeds to points Q3 and Q4 in FIG. 6, the steering control by deviation prevention becomes small, and the vehicle is controlled by the braking / driving force distribution control of the wheels. Lane follow-up control is executed so as to travel along the target course with the yaw moment Mz added, and the driver can smoothly travel without feeling uncomfortable.

  In the present embodiment, a hybrid vehicle including an engine and three electric motors has been described as an example. However, the present invention is not limited to this, and for example, an electric vehicle including an in-wheel motor on four wheels, and other types. It goes without saying that the present invention can be applied to any hybrid vehicle or the like as long as the vehicle can add a yaw moment to the vehicle due to a difference in braking / driving force between the left and right wheels.

DESCRIPTION OF SYMBOLS 1 Own vehicle 2 Drive system 3 Steering system 11 Engine 12 Clutch mechanism 13 1st motor 14 Transmission 15 Deceleration device 16fl, 16fr Drive wheel 17 2nd motor 18 3rd motor 19rl, 19rr Deceleration device 20rl, 20rr Drive wheel 21 Battery device 22 engine control unit 23 transmission control unit 24 battery control unit 25 first motor control unit 26 second motor control unit (yaw moment addition control means)
27 Third motor control section (yaw moment addition control means)
31 Steering wheel 31a Steering shaft 32 Joint part 34 Steering gear box 35 Pinion shaft 38fl, 38fr Axle housing 39 Electric power steering mechanism 40 Steering control part (steering control means)
DESCRIPTION OF SYMBOLS 41 Front environment recognition apparatus 42 Navigation system 43 Vehicle speed sensor 44 Steering angle sensor 45 Yaw rate sensor 50 Control unit 50a Travel information acquisition part 50b Deviation prevention control part (deviation prevention control means)
50c Lane tracking control unit (tracking control means)

Claims (2)

Deviation prevention control means for preventing deviation of the host vehicle from the lane in which the target course is preset based on the traveling environment information of the host vehicle;
Follow-up running control means for causing the host vehicle to follow up along the target course;
Steering control means for performing steering control based on a control amount from the departure prevention control means;
Yaw moment addition control means for adding a yaw moment to the vehicle by braking / driving force distribution control of the wheels based on the control amount from the following traveling control means;
A travel control device for a vehicle, comprising:   The control amount by the following traveling control means is at least one of a deviation amount between the target course and the vehicle position in the width direction of the own vehicle, and an angle deviation amount between the traveling direction of the target course and the traveling direction of the own vehicle. 2. The vehicle travel control device according to claim 1, wherein the control amount is calculated by feedback control so as to be eliminated.

Images