JP6784633B2 - Vehicle travel control device - Google Patents

Description

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

In vehicles such as automobiles, follow-up travel control technology that detects the traveling lane of the own vehicle with a camera, radar, etc. and controls the own vehicle to travel along a target route with the center position of the lane as a trajectory has been put into practical use. Has been done. A traveling control device for a vehicle that performs follow-up traveling 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 No. 2006-1420 and Japanese Patent Application Laid-Open No. 2010-23669, in the follow-up travel control, even when a disturbance that disturbs the course of the own vehicle due to the wind is applied, the own vehicle The steering angle is controlled by feedback control based on the amount of deviation between the position of the own vehicle and the target route so that the route matches the target route, and the deviation of the route is eliminated.

Japanese Unexamined Patent Publication No. 2006-1420 Japanese Unexamined Patent Publication No. 2010-23669

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. Therefore, when running in a strong wind, the course is corrected when the steering angle is corrected. Blurring may occur. In particular, when the direction of travel of the vehicle changes and the wind direction relative to the own vehicle changes, the amount of steering angle required to cancel the influence of the disturbance changes greatly, so that the course of the own vehicle is blurred. It is easy to occur.

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

The vehicle travel control device of one aspect of the present invention is a vehicle travel control device that generates a target route on which the own vehicle travels and controls the follow-up travel to the target route, and the vehicle is traveling. The wind direction and wind speed calculation unit that calculates the wind direction and speed at the point, and the target steering angle amount, which is the amount of change in the steering angle required after a predetermined time from the present in order to drive the own vehicle along the target route, The target steering angle amount calculation unit calculated by feed-forward control and the feedback target steering angle which is the amount of change of the steering angle to eliminate the distance deviation in the vehicle width direction and the angle deviation in the yaw direction of the own vehicle with respect to the target route. It is provided with a feedback steering angle amount calculation unit that calculates the amount by feedback control, and a steering control unit that performs steering control of the own vehicle based on a value obtained by adding the target steering angle amount and the feedback target steering angle amount. The target steering angle amount calculation unit calculates the basic steering angle amount, which is the steering angle amount of the own vehicle, which is required after a predetermined time from the present in order to drive the own vehicle along the target route. After the predetermined time due to the influence of the wind of the wind direction and the wind speed based on the direction in which the own vehicle travels after the predetermined time and the information of the wind direction and the wind speed calculated by the wind direction and wind speed calculation unit. The corrected steering angle amount for canceling the disturbance applied to the own vehicle in the direction of is calculated, and the value obtained by adding the basic steering angle amount and the corrected steering angle amount is used as the target steering angle amount. calculate.

According to the present invention, it is possible to provide a travel control device for a vehicle capable of achieving smooth travel by reducing the amount of correction of the steering angle with respect to disturbance during follow-up travel control under strong wind.

It is a block diagram of a travel control system. It is a schematic diagram which shows the state which the cross wind is blowing at the point where the own vehicle travels. It is a schematic diagram which shows how the direction in which the own vehicle travels changes in a state where the wind is blowing. It is a flowchart which shows the operation of the target steering angle amount calculation part.

Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. In each of the drawings used in the following description, the scale is different for each component in order to make each component recognizable in the drawings, and the present invention describes these figures. It is not limited to the number of components, the shape of the components, the size ratio of the components, and the relative positional relationship of each component described in.

In FIG. 1, reference numeral 1 is a travel control system for a vehicle such as an automobile, which implements 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. The 70, the alarm control device 80, and the like are connected to each other via a communication bus 150 forming an in-vehicle network.

Although not shown, the vehicle is provided with a state quantity detecting device for detecting the state quantity. The state quantity detector includes at least a vehicle speed sensor, an acceleration sensor, a yaw rate sensor and a steering angle sensor. Since these sensors are known techniques, detailed description thereof will be omitted.

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

Hereinafter, as the external environment recognition process in the external environment recognition device 10, a process of processing an image captured by the camera unit 11 to recognize the external environment will be mainly described. The camera unit 11 is, for example, a stereo camera composed of two cameras that image 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, in which two cameras are arranged on the left and right sides in the vehicle width direction with a predetermined baseline length in the vicinity of the rearview mirror inside the front window in the upper part of the vehicle interior.

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

A road white line as a lane can be recognized by extracting a point cloud 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 the white line detection area set on the image, an edge whose brightness changes by a predetermined value or more 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. The start point and the white line end point are detected, and the intermediate region between the white line start point and the white line end point is extracted as a white line candidate point.

Then, a model that approximates the left and right white lines is calculated by processing the time series data of the spatial coordinate positions of the white line candidate points based on the amount of vehicle movement per unit time, and the white lines are recognized by this model. As the approximate model of the white line, an approximate model in which linear components obtained by Hough transform are connected, or a model approximated by a curve such as a quadratic equation can be used.

The positioning device 20 mainly performs positioning by satellite navigation that positions its own vehicle based on signals from a plurality of satellites, and is affected by multipath due to the capture state of signals (radio waves) from satellites and the reflection of radio waves. When the positioning accuracy deteriorates, positioning is performed by autonomous navigation in which the self-position is positioned based on the orientation and moving distance of the own vehicle. 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 orbit and time transmitted from a plurality of navigation satellites such as GPS satellites is received, and the self-position of the own vehicle is set to a three-dimensional absolute position based on the received signal. Positioning as. In addition, positioning by autonomous navigation is relative to the calculated position (own vehicle position) based on the traveling direction of the own vehicle detected by the directional sensor and the moving distance of the own vehicle calculated from the vehicle speed pulse output from the vehicle speed sensor. Position your vehicle's position as a change.

The map information processing device 30 includes a map database DB, and identifies and outputs the position of the map database DB on the map data from the position data of the own vehicle positioned by the positioning device 20. In the map database DB, for example, map data for navigation, which is mainly referred to when displaying the route guidance of vehicle traveling and the current position of the vehicle, and driving support control including automatic driving, which is more detailed than this map data, are stored. The map data for driving control that is referred to when performing the operation is retained.

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

The map information processing device 30 collates the positioning result of the position of the own vehicle with the map data, and presents the travel 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 the curvature, lane width, and road shoulder width of the road on which the own vehicle travels, and map information for travel control such as road azimuth, road white line type, and number of lanes. It is transmitted via the bus 150. The map information for travel control is mainly transmitted to the travel control device 100, but is also transmitted to other control devices as needed.

Further, the map information processing apparatus 30 performs maintenance and management of the map database DB, tests nodes, links, and data points of the map database DB to always maintain the latest state, and also covers an area where no data exists in the database. Also create and add new data to build a more detailed database. The data update of the map database DB and the addition of new data are performed by collating the position data positioned by the positioning device 20 with the data stored in the map database DB.

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

The transmission control device 50 supplies the oil pressure to the automatic transmission (not shown) based on signals from sensors that detect the shift position, vehicle speed, etc. and various control information transmitted via the communication bus 150. It controls and controls the automatic transmission according to preset shifting characteristics.

The brake control device 60 controls the four-wheel brake device (not shown) independently of the 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. In addition, the brake control device 60 calculates the brake fluid pressure of each wheel based on the braking force of each wheel, and performs anti-lock braking system, side slip prevention control, and the like.

The steering control device 70 controls an 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 the steering angle change instruction value output from the steering control unit 105, which will be described later.

For example, the steering torque by an electric power steering motor (not shown) provided in the steering system is controlled based on the vehicle speed, the steering torque of the driver, the steering wheel angle, the 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 of a monitor, a display, an alarm lamp, or the like, and an auditory output of a speaker, a buzzer, or the like. Warning / notification is given using at least one of. In addition, when the driving support control including automatic driving is suspended by the driver's operation, the current driving state is notified to the driver.

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

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

The course shape calculation unit 101 calculates road shape information, which is information on the shape of the road ahead in the traveling direction of the road on which the own vehicle is traveling, based on the 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 own vehicle is predicted to travel within a predetermined time Δt seconds from the present. 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 the longitudinal gradient and the transverse gradient of the road.

The wind direction / wind speed calculation unit 102 calculates the wind direction / wind speed information which is the information of the wind direction and the wind speed at the point where the own vehicle is traveling. Here, the wind direction and the wind speed are represented by 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 airspeed vector measured by the sensor provided in the own vehicle with the ground speed vector obtained from the traveling direction and the vehicle speed of the own vehicle, and the own vehicle is traveling. The wind direction and speed at the point of may be calculated.

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

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

Here, the disturbance applied to the own vehicle is a disturbance added to the steering control and the speed control for making the own vehicle follow the target speed along the target route. For example, as shown in FIG. 2, when the wind W1 is blowing from the west while the own vehicle is traveling northward during the follow-up running, a disturbance is applied in which the wind W1 pushes the own vehicle to the east side. In such a case, the travel control device 100 generates a modified steering angle for canceling the disturbance in order to perform follow-up travel along the target route, as in the prior art. The wind direction and speed calculation unit 102 calculates the component of the force applied to the own vehicle by the wind in the width direction of the vehicle from the direction and amount of the modified steering angle.

In addition, the wind direction / wind speed calculation unit 102 can calculate the wind direction and the wind speed at the point where the own vehicle is traveling from the disturbance added 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 traveling direction of the own vehicle is northwest, a headwind is generated, so that a disturbance that increases the running resistance of the own vehicle is added. Be done. Further, in the case shown in FIG. 3, at the point P2 where the traveling direction of the own vehicle is northeast, a disturbance that reduces the running resistance of the own vehicle is added because it becomes a tailwind. Further, in the case shown in FIG. 3, at the point P1 where the traveling direction of the own vehicle is orthogonal to the wind W1, the influence of the wind W1 on the running resistance of the own vehicle almost disappears. The running resistance of the own vehicle also changes depending on the vertical gradient of the road, but if the information on the vertical gradient is included in the road shape information, the influence of the change in the vertical gradient of the road on the change in the running resistance can be eliminated. .. Similar to the prior art, the travel control device 100 increases or decreases the engine output in order to cancel the influence of the disturbance that increases or decreases the travel resistance in order to travel at the target speed. Therefore, the wind direction and wind speed calculation unit 102 can calculate the component of the traveling direction of the vehicle of the force applied to the own vehicle by the wind based on the amount of increase or decrease in the engine output.

Further, if the direction of the own vehicle changes due to passing through 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 of the force applied to the own vehicle by the wind in the width direction of the vehicle. The wind direction can be calculated more accurately based on the situation.

For example, as shown in FIG. 3, when the wind W1 is blowing from the west and the direction of travel of the own vehicle changes from northwest to northeast, the force applied to the own vehicle by the wind. Since the component in the width direction of the vehicle is maximum at the point P1 where the direction of travel of the own vehicle is northward and orthogonal to the direction of the wind W1, the wind direction wind speed calculation unit 102 determines that the wind W1 is blowing from the west. Can be detected. Similarly, the wind direction and wind speed calculation unit 102 can accurately calculate the wind direction based on the state of change in the traveling direction component of the force applied to the own vehicle by the wind when the direction of the vehicle changes. it can.

Further, the disturbance applied to the other vehicle can be detected from the disturbance of the behavior of the other vehicle running around the own vehicle recognized by the external environment recognition device 10. The disorder of the behavior of the other vehicle is 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, the wind direction and wind speed calculation unit 102 may perform the deviation of the other vehicle. It can be recognized that the wind in the direction of pushing is generated.

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

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

First, in step S100, the target steering angle amount calculation unit 103 changes the steering angle of the own vehicle, which is required after a predetermined time Δt seconds from the present in order to drive the own vehicle along the target route. Calculate the amount. Specifically, the target steering angle amount calculation unit 103 determines the curvature of the target path at the point where the own vehicle is traveling after Δt seconds, the vehicle speed of the own vehicle at the same point, and the predetermined motion characteristics of the vehicle. The basic steering angle amount is calculated based on. That is, the basic rudder angle amount is the amount of change in the rudder angle by Ford forward control in the follow-up running control to the target path in the prior art.

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

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

In the determination of step S120, if it is determined that the traveling direction of the own vehicle does not change from the present to Δt seconds later, the target steering angle amount calculation unit 103 skips to step S160 and calculates in step S100. The basic steering angle amount is determined as the target steering angle amount.

On the other hand, in the determination of step S120, when it is determined that the traveling direction of the own vehicle changes from the present to Δt seconds later, the target steering angle amount calculation unit 103 shifts to step S130.

In step S130, the target steering angle amount calculation unit 103 is based on the direction B (Δt) in which the own vehicle travels after Δt seconds from the present, and the wind direction and wind speed information calculated by the wind direction and wind speed calculation unit 102. , The corrected steering angle amount for canceling the disturbance to the steering control applied to the own vehicle in progress in the direction B (Δt) after Δt seconds due to the influence of the wind of the wind direction and the wind speed is calculated.

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

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

The steering control unit 105 gives an instruction to change the steering angle 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. The steering control device 70 is controlled so that the steering angle of the own vehicle is changed according to the steering angle change instruction value.

As described above, the vehicle travel control device 100 of the present embodiment is a device that generates a target route on which the own vehicle travels and controls the follow-up travel to the target route, and the own vehicle is traveling. The wind direction and wind speed calculation unit 102 that calculates the wind direction and speed at the above point, and the target steering angle amount that is the amount of change in the rudder angle that is required after a predetermined time Δt seconds from the present to drive the own vehicle along the target route. The target steering angle amount calculation unit 103 calculated by feed-forward control, and the feedback target steering, which is the amount of change in the steering angle to eliminate the distance deviation in the vehicle width direction and the angle deviation in the yaw direction of the own vehicle with respect to the target route. It includes a feedback steering angle amount calculation unit 104 that calculates the angle amount by feedback control, and a steering control unit 105 that performs steering control of the own vehicle based on a value obtained by adding the target steering angle amount and the feedback target steering angle amount.

Then, the target steering angle amount calculation unit 103 of the vehicle traveling control device 100 of the present embodiment requires the steering angle of the own vehicle after a predetermined time Δt seconds from the present in order to drive the own vehicle along the target route. Step S100 for calculating the basic rudder angle amount, which is the amount, the direction B (Δt) in which the own vehicle travels after a predetermined time Δt from the present, the wind direction and wind speed information calculated by the wind direction and wind speed calculation unit 102, and Step S130 to calculate the corrected rudder angle amount for canceling the disturbance applied to the own vehicle in progress in the direction B (Δt) after a predetermined time Δt seconds due to the influence of the wind of the wind direction and the wind velocity based on the above. And Step S160, which calculates the value obtained by adding the basic steering angle amount and the corrected steering angle amount as the target steering angle amount, is executed.

In the follow-up travel control of the vehicle of the present embodiment having the configuration described above to follow the target path after a predetermined time Δt seconds, the corrected steering angle amount that cancels the influence of the disturbance due to the wind after a predetermined time Δt seconds is set. It is calculated in advance, and at a time point after Δt seconds, this modified steering angle amount is added to the steering of the own vehicle by feed forward control. Therefore, in the follow-up travel control to the target route by the vehicle travel control device 100 of the present embodiment, the route is corrected by feedback control based on the amount of deviation between the position of the own vehicle and the target route when traveling in a strong wind. It is possible to keep the amount of steering angle to be small and realize smooth running.

The present invention is not limited to the above-described embodiment, and can be appropriately changed within the scope of claims and within the range not contrary to the gist or idea of the invention that can be read from the entire specification, and the traveling control of the vehicle accompanied by such a change. The device is also included in the technical scope of the present invention.

1 Driving control system,
10 External environment recognition device,
20 Positioning device,
30 Map information processing device,
40 engine controller,
50 Transmission controller,
60 Brake controller,
70 Steering control device,
80 alarm control device,
100 Vehicle travel control device,
101 Course shape calculation unit,
102 Wind direction and speed calculation unit,
103 Target steering angle amount calculation unit,
104 Feedback rudder angle calculation unit,
105 Steering control unit.

Claims (3)

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

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