JP2018171986A - Travel control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a travel control device for vehicle, capable of achieving a smooth travel by reducing a correction amount of a steering angle against disturbance during tracking travel control under strong wind.SOLUTION: A travel control device for a vehicle includes a wind direction wind velocity calculation part for calculating a wind direction and a wind velocity at a position at which an own vehicle is traveling, and calculates a correction steering angle amount for cancelling disturbance applied to the own vehicle after predetermined time has passed by an influence of wind with the wind direction and the wind velocity and adds the correction steering amount to a target steering amount after the predetermined time calculated by feed forward control.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a travel control device for a vehicle that controls travel following a target route on which the host vehicle travels.

  For vehicles such as automobiles, practical use of follow-up driving control technology that detects the driving lane of the host vehicle with a camera, radar, etc., and controls the host vehicle to travel along a target route whose locus is the center position of the lane Has been. A vehicle travel control device that performs follow-up travel control is disclosed in, for example, Japanese Patent Application Laid-Open No. 2006-1420 and Japanese Patent Application Laid-Open No. 2010-23669.

  As disclosed in Japanese Patent Application Laid-Open Nos. 2006-1420 and 2010-23669, even in the case of follow-up traveling control, even when a disturbance that disturbs the course of the vehicle due to wind is applied, The steering angle is controlled by feedback control based on the amount of deviation between the position of the host vehicle and the target route so that the route matches the target route, and the deviation of the route is eliminated.

JP 2006-1420 A JP 2010-23669 A

  In the follow-up running control by the conventional vehicle running control device, the steering angle is corrected after the influence of the disturbance due to the wind appears as the disturbance of the course of the own vehicle. Blur may occur. In particular, when the direction in which the vehicle travels changes and the wind direction relative to the host vehicle changes, the amount of steering angle required to cancel the influence of the disturbance changes greatly, and the course of the host vehicle is shaken. Prone to occur.

  The present invention solves the above-described problems, and provides a vehicle travel control device capable of reducing the amount of correction of the steering angle with respect to disturbance and achieving smooth travel during follow-up travel control under strong winds. The purpose is to do.

  A travel control device for a vehicle according to an aspect of the present invention is a travel control device for a vehicle that generates a target route on which the host vehicle travels, and controls tracking following the target route, wherein the host vehicle is traveling. A wind direction and wind speed calculation unit that calculates a wind direction and a wind speed at a point; and a target steering angle amount that is a change amount of a rudder angle required after a predetermined time from the present time to drive the host vehicle along the target route, A target rudder angle calculation unit that is calculated by feedforward control, and a feedback target rudder angle that is a change amount of the rudder angle for eliminating the distance deviation in the vehicle width direction and the angle deviation in the yaw direction of the host vehicle with respect to the target route A steering angle control unit for calculating the amount by feedback control, and steering control of the host vehicle based on a value obtained by adding the target steering angle amount and the feedback target steering angle amount. A steering control unit for performing the target steering angle amount calculation unit, wherein the target steering angle amount calculation unit is a steering angle amount of the host vehicle that is required after a predetermined time from the present time in order to drive the host vehicle along the target route. A basic rudder angle amount is calculated, and based on the direction in which the host vehicle travels after the predetermined time from the present time and the wind direction and wind speed information calculated by the wind direction and wind speed calculation unit, the wind direction and wind speed are calculated. Calculate a corrected rudder angle amount for canceling disturbance applied to the host vehicle that is traveling in the direction after the predetermined time due to the influence of wind, and add the basic rudder angle amount and the corrected rudder angle amount The calculated value is calculated as the target steering angle amount.

  ADVANTAGE OF THE INVENTION According to this invention, the amount of corrections of the steering angle with respect to a disturbance can be made small at the time of follow-up driving control under a strong wind, and the vehicle driving control apparatus which can implement | achieve smooth driving | running can be provided.

It is a lineblock diagram of a run control system. It is a schematic diagram which shows the state in which the crosswind is blowing in the point which the own vehicle drive | works. It is a schematic diagram which shows a mode that the direction which the own vehicle advances changes in the state where the wind is blowing. It is a flowchart which shows operation | movement of the target rudder angle amount calculation part.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. In the drawings used for the following description, the scale of each component is made different in order to make each component recognizable on the drawing. It is not limited only to the quantity of the component described in (1), the shape of the component, the ratio of the size of the component, and the relative positional relationship of each component.

  In FIG. 1, reference numeral 1 denotes a travel control system for a vehicle such as an automobile, which performs travel control including autonomous automatic driving of the vehicle. The travel control system 1 is centered on the travel control device 100, and includes an external environment recognition device 10, a positioning device 20, a map information processing device 30, an engine control device 40, a transmission control device 50, a brake control device 60, and a steering control device. 70, an alarm control device 80, etc. are connected to each other via a communication bus 150 forming an in-vehicle network.

  Although not shown, the vehicle includes a state quantity detection device that detects a state quantity. The state quantity detection device includes at least a vehicle speed sensor, an acceleration sensor, a yaw rate sensor, and a steering angle sensor. Since these sensors are well-known techniques, detailed description is omitted.

  The external environment recognition device 10 is based on detection information of an object around the host vehicle by various devices such as an in-vehicle camera unit 11, a radar device 12 such as a millimeter wave radar or a laser radar, and infrastructure communication such as road-to-vehicle communication or vehicle-to-vehicle communication. The external environment around the host vehicle is recognized based on the acquired traffic information, the position information of the host vehicle measured by the positioning device 20, the map information from the map information processing device 30, and the like.

  Hereinafter, as external environment recognition processing in the external environment recognition apparatus 10, processing that recognizes the external environment by processing an image captured by the camera unit 11 will be mainly described. The camera unit 11 is, for example, a stereo camera composed of two cameras that capture the same object from different viewpoints, and is composed of a shutter-synchronized camera having an image sensor such as a CCD or CMOS. The camera unit 11 is configured, for example, such that two cameras are disposed on the left and right sides in the vehicle width direction with a predetermined baseline length in the vicinity of a room mirror inside the front window at the upper part of the vehicle interior.

  For a pair of left and right images captured by the camera unit 11 as a stereo camera, for example, a pixel shift amount (parallax) at a corresponding position of the left and right images is obtained by stereo matching processing, and the pixel shift amount is converted into luminance data or the like. A distance image is generated. The point on the distance image is a point in the real space based on the principle of triangulation, where the vehicle width direction of the own vehicle, that is, the left-right direction is the X axis, the vehicle height direction is the Y axis, and the vehicle length direction, that is, the distance direction is the Z axis. The coordinates are converted into a white line (lane) on the road on which the host vehicle travels, an obstacle, a vehicle traveling in front of the host vehicle, and the like are three-dimensionally recognized.

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

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

  The positioning device 20 performs positioning mainly by satellite navigation that measures the position of the own vehicle based on signals from a plurality of satellites. The positioning of the signals (radio waves) from the satellites and the influence of multipath due to the reflection of radio waves, etc. When the positioning accuracy deteriorates, positioning is performed by autonomous navigation in which the position of the vehicle is determined based on the heading and moving distance of the host vehicle. Note that the positioning device 20 may be integrally provided with a communication unit that acquires traffic information by infrastructure communication such as road-to-vehicle communication and vehicle-to-vehicle communication.

  In positioning by satellite navigation, for example, a signal including information on orbits and times transmitted from a plurality of navigation satellites such as GPS satellites is received, and the self-position of the host vehicle is determined based on the received signal as a three-dimensional absolute position. As positioning. In addition, positioning by autonomous navigation is based on the relative direction of the calculated position (own vehicle position) based on the traveling direction of the own vehicle detected by the direction sensor and the moving distance of the own vehicle calculated from the vehicle speed pulse output from the vehicle speed sensor. Measure the position of the vehicle as a typical change.

  The map information processing apparatus 30 includes a map database DB, and specifies and outputs the position on the map data of the map database DB from the position data of the own vehicle measured by the positioning apparatus 20. In the map database DB, for example, navigation map data that is mainly referred to when displaying vehicle route guidance and the current position of the vehicle, and driving support control including automatic driving, which is more detailed than the map data, are provided. Map data for travel control which is referred to when performing is stored.

  In the map data for navigation, the previous node and the next node are linked to the current node via links, and information about traffic lights, road signs, buildings, etc. is stored in each link. ing. On the other hand, high-definition map data for traveling control has a plurality of data points between a node and the next node. These data points include road shape data such as the curvature, lane width, and shoulder width of the road on which the vehicle is traveling, and data for driving control such as road azimuth, road white line type, and number of lanes. It is stored with attribute data such as date of data update.

  The map information processing apparatus 30 collates the positioning result of the vehicle position with the map data, and presents driving route guidance and traffic information based on the collation result to the driver via a display device (not shown). Further, the map information processing device 30 communicates road shape data such as curvature, lane width, and shoulder width of the road on which the vehicle travels, and map information for travel control such as road azimuth, road white line type, and number of lanes. Transmit via the bus 150. The travel control map information is mainly transmitted to the travel control device 100, but is also transmitted to other control devices as necessary.

  Further, the map information processing apparatus 30 performs maintenance management of the map database DB, verifies the nodes, links, and data points of the map database DB and keeps them always up-to-date, and for areas where no data exists on the database. Create and add new data to build a more detailed database. Data update in the map database DB and addition of new data are performed by collating the position data measured by the positioning device 20 with the data stored in the map database DB.

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

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

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

  The steering control device 70 controls the electric power steering device that changes the steering angle of the vehicle by the output of the electric actuator. The steering control device 70 changes the steering angle of the vehicle based on a steering angle change instruction value output from a steering control unit 105 described later.

  For example, the steering torque by an electric power steering motor (not shown) provided in the steering system is controlled based on vehicle speed, driver steering torque, steering wheel angle, yaw rate, and other vehicle information.

  The alarm control device 80 is a device that generates an alarm when an abnormality occurs in various devices of the vehicle. For example, a visual output such as a monitor, a display, and an alarm lamp, and an audio output such as a speaker and a buzzer. Warning / notification is performed using at least one of the above. Further, when the driving support control including the automatic driving is stopped by the operation of the driver, the current driving state is notified to the driver.

  Next, the traveling control device 100 that is the center of the traveling control system 1 will be described. The travel control device 100 includes a computer in which a CPU, a ROM, a RAM, an input / output device, and the like are connected to a bus.

  The travel control device 100 generates a target route on which the host vehicle travels based on the recognition result of the external environment by the external environment recognition device 10, the host vehicle position information and the traffic information from the positioning device 20 and the map information processing device 30. The travel control via the engine control device 40, the transmission control device 50, the brake control device 60, and the steering control device 70 is executed so as to follow the target route.

  The travel control device 100 includes a course shape calculation unit 101, a wind direction / wind speed calculation unit 102, a target rudder angle amount calculation unit 103, a feedback rudder angle amount calculation unit 104, and steering control as functional units related to follow-up traveling control on the target route. Part 105 is provided. These components included in the traveling control device 100 may be implemented as separate hardware that executes individual functions, or software that allows each function to be achieved by the CPU executing a predetermined program. May be implemented.

  The course shape calculation unit 101 calculates road shape information, which is information about the shape ahead of the traveling direction of the road on which the host vehicle is traveling, based on information output from the positioning device 20 and the map information processing device 30. The road shape information calculated by the course shape calculation unit 101 is information on the shape of the road that the host vehicle is predicted to travel from the present time to a predetermined time Δt seconds later. The road shape information calculated by the course shape calculation unit 101 includes at least the coordinates, curvature, and azimuth of the lane center line of the road. The road shape information may include a longitudinal gradient and a crossing gradient of the road.

  The wind direction and wind speed calculation unit 102 calculates wind direction and wind speed information that is information on the wind direction and the wind speed at a point where the host vehicle is traveling. Here, the wind direction and the wind speed are expressed as absolute values with respect to the road surface. The method by which the wind direction and wind speed calculation unit 102 calculates the wind direction and the wind speed is not particularly limited.

  For example, the wind direction and wind speed calculation unit 102 compares the air speed vector measured by a sensor provided in the host vehicle with the ground speed vector obtained from the traveling direction and the vehicle speed of the host vehicle, and the host vehicle is traveling. The wind direction and wind speed at the point may be calculated.

  Further, for example, the wind direction and wind speed calculation unit 102 may calculate the wind direction and the wind speed at the point where the host vehicle is traveling by recognizing the state of the windsock provided near the road by the camera unit 11. Further, the wind direction and wind speed calculation unit 102 may calculate the wind direction and the wind speed at a point where the host vehicle is traveling based on data received by road-to-vehicle communication.

  In the present embodiment, as an example, the wind direction and wind speed calculation unit 102 detects a disturbance applied to the host vehicle and other vehicles during a predetermined period from the present to the host, and the host vehicle travels based on the detection result of the disturbance. Calculate the wind direction and speed at the middle point.

  Here, the disturbance applied to the host vehicle is a disturbance applied to the steering control and the speed control for causing the host vehicle to follow the target vehicle at the target speed along the target route. For example, as shown in FIG. 2, when wind W1 is blowing from the west while the host vehicle is traveling toward the north during follow-up traveling, a disturbance that pushes the host vehicle toward the east side is applied. In such a case, the traveling control device 100 generates a corrected steering angle for canceling the disturbance in order to perform the follow-up traveling along the target route, as in the related art. The wind direction and wind speed calculation unit 102 calculates the component in the vehicle width direction of the force applied to the host vehicle by the wind from the direction and amount of the corrected steering angle.

  Further, the wind direction and wind speed calculation unit 102 can calculate the wind direction and the wind speed at the point where the host vehicle is traveling from the disturbance applied to the speed control. For example, as shown in FIG. 3, when the wind W1 is blowing from the west, at the point P0 where the direction of travel of the host vehicle is northwest, it becomes a headwind and a disturbance that increases the running resistance of the host vehicle is added. It is done. Further, in the case shown in FIG. 3, at the point P2 where the direction of travel of the host vehicle is northeast, a disturbance is applied to reduce the running resistance of the host vehicle because it becomes a tailwind. In the case shown in FIG. 3, the influence of the wind W1 on the running resistance of the own vehicle almost disappears at the point P1 where the traveling direction of the own vehicle is orthogonal to the wind W1. The running resistance of the host vehicle changes depending on the longitudinal gradient of the road, but if the information on the longitudinal gradient is included in the road shape information, the influence of the change in the longitudinal gradient of the road on the change in the running resistance can be eliminated. . As in the related art, the traveling control device 100 increases or decreases the engine output for canceling the influence of a disturbance that increases or decreases the traveling resistance in order to travel at the target speed. Therefore, the wind direction / wind speed calculation unit 102 can calculate the component of the traveling direction of the force of the force applied to the host vehicle by the wind based on the increase / decrease amount of the engine output.

  Also, if the direction of the host vehicle changes due to passing a curve or the like during a predetermined period from the present to the past, the wind direction and wind speed calculation unit 102 changes the component in the width direction of the vehicle of the force applied to the host vehicle by the wind. Based on the situation, the wind direction can be calculated more accurately.

  For example, as shown in FIG. 3, in the case where the wind W1 is blowing from the west, if the direction of travel of the host vehicle changes from northwest to northeast, the force applied to the host vehicle by the wind The component in the width direction of the vehicle is maximized at a point P1 where the traveling direction of the host vehicle is northward and is orthogonal to the direction of the wind W1, and therefore the wind direction wind speed calculation unit 102 indicates that the wind W1 is blowing from the west. Can be detected. Similarly, the wind direction / wind speed calculation unit 102 can accurately calculate the wind direction based on the change in the component of the traveling direction of the force of the force applied to the host vehicle by the wind when the direction of the vehicle changes. it can.

  Moreover, the disturbance applied to the other vehicle can be detected from the disturbance of the behavior of the other vehicle traveling around the host vehicle recognized by the external environment recognition device 10. The disturbance of the behavior of the other vehicle is, for example, a case where the other vehicle deviates from the center of the traveling lane by a predetermined amount or more in the vehicle width direction.

  For example, when the external environment recognition device 10 recognizes that the preceding vehicle or the oncoming vehicle is traveling so as to deviate from the center of the lane in the same direction, It can be recognized that a wind in the direction of pushing is generated.

  Based on the road shape information calculated by the route shape calculation unit 101 and the information on the external environment recognized by the external environment recognition device 10, the target route generation unit 102 detects at least the own vehicle after a predetermined time Δt seconds from the present time. The target route to travel to is calculated.

  The target steering angle setting unit 103 calculates a target steering angle amount that is information to be output to the steering control unit 104 after a predetermined time Δt seconds from the present time. FIG. 4 is a flowchart of the operation of the target steering angle amount calculation unit 103 when the host vehicle follows the target route.

  First, in step S100, the target rudder angle amount calculation unit 103 is a basic rudder angle that is an amount of change in the rudder angle of the host vehicle that is required after a predetermined time Δt seconds from the present time in order to drive the host vehicle along the target route. Calculate the amount. Specifically, the target rudder angle amount calculation unit 103 calculates the curvature of the target route at the point where the host vehicle is traveling after Δt seconds, the vehicle speed of the host vehicle at the same point, and the predetermined vehicle motion characteristics. Based on the above, the basic rudder angle amount is calculated. That is, the basic rudder angle amount is a change amount of the rudder angle by Ford forward control in the follow-up traveling control to the target route in the prior art.

  Next, in step S110, the target rudder angle amount calculation unit 103 calculates the direction in which the host vehicle travels in Δt seconds after the present time. The target rudder angle amount calculation unit 103 calculates the azimuth B (Δt) in which the host vehicle travels after Δt seconds, based on information on the azimuth of the target route at the point where the host vehicle is traveling after Δt seconds.

  Next, in step S120, the target rudder angle amount calculation unit 103 determines the current direction B (0) of the host vehicle and the direction B (Δt) of the host vehicle after Δt seconds calculated in step S120. , And determine whether or not the absolute value of the difference between the two is equal to or greater than a predetermined angle. That is, in step S120, the target rudder angle amount calculation unit 103 determines whether or not the direction in which the host vehicle travels changes between now and Δt seconds later. The predetermined angle used in the determination in step S120 is, for example, about 15 degrees.

  If it is determined in step S120 that the heading direction of the host vehicle does not change between now and Δt seconds later, the target rudder angle amount calculation unit 103 skips to step S160 and calculates in step S100. The determined basic steering angle amount is determined as the target steering angle amount.

  On the other hand, if it is determined in step S120 that the heading direction of the host vehicle changes from the present to Δt seconds later, the target rudder angle amount calculation unit 103 proceeds to step S130.

  In step S130, the target rudder angle amount calculation unit 103 is based on the direction B (Δt) that the host vehicle travels in Δt seconds from the present time, and the wind direction and wind speed information calculated by the wind direction and wind speed calculation unit 102. Then, a corrected rudder angle amount for canceling the disturbance to the steering control applied to the own vehicle that is traveling in the direction B (Δt) after Δt seconds due to the wind direction and the wind speed is calculated.

  In step S140, the target rudder angle amount calculation unit 103 adds the corrected rudder angle amount calculated in step S130 to the basic rudder angle amount calculated in step S100. In this case, in step S150, the target rudder angle amount calculation unit 103 determines a value obtained by adding the basic rudder angle amount and the corrected rudder angle amount as the target steering angle amount.

  The feedback rudder angle amount calculation unit 104 calculates a feedback target rudder angle amount that is a change amount of the rudder angle by feedback control in the follow-up traveling control to the target route in the prior art. The feedback target rudder angle amount is a change amount of the rudder angle in order to eliminate the distance deviation in the vehicle width direction and the angle deviation in the yaw direction with respect to the target route.

  The steering control unit 105 adds a value obtained by adding the target steering angle amount calculated by the target steering angle amount calculation unit 103 and the feedback target steering angle amount calculated by the feedback steering angle amount calculation unit 104 to the steering angle change instruction. The steering control device 70 is controlled so that the steering angle of the host vehicle is changed according to the steering angle change instruction value.

  As described above, the vehicle travel control apparatus 100 according to the present embodiment is a device that generates a target route on which the host vehicle travels and controls the follow-up traveling on the target route, and the host vehicle is traveling. A wind direction and wind speed calculation unit 102 for calculating the wind direction and the wind speed at the point, and a target steering angle amount that is a change amount of the rudder angle required after a predetermined time Δt seconds from the present time in order to drive the host vehicle along the target route The target rudder angle calculation unit 103 that calculates the feedforward control, and the feedback target rudder that is the amount of change in the rudder angle for eliminating the distance deviation in the vehicle width direction and the angle deviation in the yaw direction with respect to the target route. Based on the feedback steering angle amount calculation unit 104 that calculates the angular amount by feedback control, and the value obtained by adding the target steering angle amount and the feedback target steering angle amount, Comprising a steering control unit 105 which performs the.

  Then, the target rudder angle amount calculation unit 103 of the vehicle travel control apparatus 100 of the present embodiment requires the rudder angle of the host vehicle that is required after a predetermined time Δt seconds from the present time in order to drive the host vehicle along the target route. A step S100 for calculating a basic rudder angle amount that is a quantity; a direction B (Δt) in which the host vehicle travels after a predetermined time Δt from the present; information on the wind direction and wind speed calculated by the wind direction wind speed calculation unit 102; Step S130 is to calculate a corrected steering angle amount for canceling the disturbance applied to the host vehicle that is traveling in the direction B (Δt) after a predetermined time Δt seconds due to the wind direction and the wind speed. And a step S160 of calculating a value obtained by adding the basic steering angle amount and the corrected steering angle amount as the target steering angle amount.

  In the follow-up travel control to the target route by the vehicle travel control device 100 of the present embodiment having the above-described configuration, the corrected steering angle amount that cancels the influence of the wind disturbance after a predetermined time Δt seconds is set. The corrected steering angle amount is calculated in advance and added to the steering of the host vehicle by feedforward control at a time point after Δt seconds. Accordingly, in the follow-up running control to the target route by the vehicle running control device 100 of the present embodiment, the course by the feedback control based on the deviation amount between the position of the own vehicle and the target route is corrected when running under strong wind. The amount of rudder angle to be reduced can be kept small, and smooth running can be realized.

  The present invention is not limited to the above-described embodiments, and can be appropriately changed without departing from the gist or concept of the invention that can be read from the claims and the entire specification. The apparatus is also included in the technical scope of the present invention.

1 Travel control system,
10 External environment recognition device,
20 positioning device,
30 Map information processing device,
40 engine control device,
50 transmission control device,
60 brake control device,
70 steering control device,
80 alarm control device,
100 Travel control device for vehicle,
101 course shape calculation unit,
102 wind direction wind speed calculation unit,
103 target rudder angle amount calculation unit,
104 feedback rudder angle amount calculation unit,
105 Steering control unit.

Claims (3)

A travel control device for a vehicle that generates a target route on which the host vehicle travels and controls follow-up travel to the target route,
A wind direction and a wind speed calculation unit for calculating a wind direction and a wind speed at a point where the host vehicle is traveling;
A target rudder angle amount calculation unit that calculates a target steering angle amount that is a change amount of the rudder angle required after a predetermined time from the present time in order to travel the host vehicle along the target route by feedforward control;
A feedback rudder angle amount calculation unit for calculating a feedback target rudder angle amount, which is a change amount of the rudder angle for eliminating the distance deviation in the vehicle width direction and the angle deviation in the yaw direction with respect to the target route, by feedback control; ,
A steering control unit that performs steering control of the host vehicle based on a value obtained by adding the target steering angle amount and the feedback target steering angle amount;
With
The target rudder angle amount calculation unit
Calculating a basic rudder angle amount that is a rudder angle amount of the own vehicle required after a predetermined time from the present time in order to drive the own vehicle along the target route;
Based on the direction in which the host vehicle travels after the predetermined time from the present time and the wind direction and the information on the wind speed calculated by the wind direction and wind speed calculation unit, the predetermined time is determined by the influence of the wind direction and the wind speed. Calculating a corrected steering angle amount to cancel the disturbance applied to the host vehicle in progress in a later direction;
A travel control device for a vehicle, wherein a value obtained by adding the basic steering angle amount and the corrected steering angle amount is calculated as the target steering angle amount.   The wind direction wind speed calculation unit detects a disturbance applied to the host vehicle and another vehicle during a predetermined period from the present to the wind direction at a point where the host vehicle is traveling based on the detection result of the disturbance. The travel control device for a vehicle according to claim 1, wherein the vehicle wind speed is calculated.   The target rudder angle amount calculation unit compares the amount of change in the azimuth from the present vehicle to the predetermined time later, and when the amount of change in the azimuth is a predetermined value or more, the corrected rudder angle amount The vehicle travel control apparatus according to claim 1 or 2, wherein the vehicle travel control apparatus is calculated.

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