Control device for a vehicle

Abstract

The present application provides a control device for a vehicle capable of reducing the deviation between a target trajectory and an actual running trajectory and reducing the vibration of steering when running on a curved path. The control device sets a first reference point at a position further ahead than a point of inflection on a target trajectory before the vehicle passes the point of inflection of the curvature of the target trajectory, sets a target steering angle based on the curvature of a circular arc set in such a way that the current position of the vehicle passes the first reference point, after the vehicle passes the point of inflection of the curvature of the target trajectory, in the case where at least one of the vehicle speed, the acceleration / deceleration or the steering angle is compared using the same running condition, sets a second reference point in such a way that a second distance, which is the distance from the current position of the vehicle to the second reference point set on the target trajectory, is greater than a first distance, which is the distance from the current position of the vehicle before passing the point of inflection to the first reference point, and sets a target steering angle based on the curvature of a circular arc set in such a way that the current position of the vehicle passes the second reference point.

Description

TECHNICAL FIELD

[0001] The present application relates to a control device of a vehicle. BACKGROUND

[0002] In recent years, practicalization of a technology of automatic driving in which a vehicle is automatically caused to travel regardless of a driving operation of a driver is being promoted. In the automatic driving, control is performed to cause the vehicle to travel along a target trajectory. As a technology related to such automatic driving, a technology is disclosed in, for example, Patent Literature 1 in which a reference point is set on a target trajectory of a vehicle with respect to a current position of the vehicle, and a steering of the vehicle is controlled based on a circular arc having a tangent along a traveling direction of the vehicle and passing through the reference point and the current position.

[0003] In the control device described in Patent Literature 1, in a case where the current position of the host vehicle deviates from the target trajectory, a reference point is set assuming that the host vehicle travels on the target trajectory for a predetermined time from a position on the target trajectory close to the host vehicle. In addition, in the control device described in Patent Literature 1, in a case where the current position of the host vehicle does not deviate from the target trajectory, the reference point is set closer as a curvature of a circular arc of certain three points on the target trajectory is larger, and the reference point is set farther as the curvature of the circular arc is closer to zero.

[0004] PRIOR ART DOCUMENTS

[0005] PATENT LITERATURE

[0006] Patent Literature 1: International Publication No. 2017 / 208786 SUMMARY

[0007] PROBLEMS TO BE SOLVED BY THE INVENTION

[0008] Here, in a case where the steering of the vehicle is controlled based on the circular arc having the tangent along the traveling direction of the vehicle and passing through the reference point and the current position, the traveling trajectory of the actual vehicle varies depending on the set position of the reference point. For example, if the reference point is too far when entering a curve, the traveling trajectory in the curve can deviate from the target trajectory to an inner side direction of the curve. In addition, if the reference point is too close when turning from the curve to straight traveling, the curvature of the circular arc can become large with respect to the target trajectory, and vibration of the steering can occur. However, since the control device described in Patent Literature 1 does not take into account problems that can occur during entry into the curve and during exit from the curve, it can not be possible to eliminate the above problems.

[0009] The present application has been made in view of the above problems, and an object of the present application is to provide a control device of a vehicle capable of reducing a deviation between a target trajectory and an actual traveling trajectory and reducing vibration of a steering when traveling in a curve.

[0010] Technical solution

[0011] To solve the above problems, according to one aspect of the present application, there is provided a control device of a vehicle, the control device of the vehicle including one or more processors, and one or more memories communicably connected to the one or more processors,

[0012] The processor executes a process including, before the vehicle passes a point of inflection of a curvature of a target trajectory, setting a first reference point at a position further forward than the point of inflection on the target trajectory, and setting a target steering angle based on a curvature of a circular arc set by passing a current position of the vehicle and the first reference point,

[0013] After the vehicle passes the point of inflection of the curvature of the target trajectory, in a case where at least one of a vehicle speed, an acceleration / deceleration, or a steering angle is compared using the same running condition, the second reference point is set so that a second distance, which is a distance from the current position of the vehicle to a second reference point set on the target trajectory, is greater than a first distance, which is a distance from the current position of the vehicle before the vehicle passes the point of inflection to the first reference point, and a target steering angle is set based on a curvature of a circular arc set by passing the current position of the vehicle and the second reference point,

[0014] A steering angle is controlled based on the target steering angle.

[0015] Technical effects

[0016] As described above, according to the present application, it is possible to reduce a deviation between a target trajectory and an actual running trajectory and reduce a vibration of steering when running on a curve. BRIEF DESCRIPTION OF DRAWINGS

[0017] Figure 1 is a schematic view showing a configuration example of a vehicle of a control device of a vehicle in which one embodiment of the present application is mounted.

[0018] Figure 2 is a block diagram showing a configuration example of the control device of the vehicle of this embodiment.

[0019] Figure 3 is an explanatory view showing an outline of a method of setting a target steering angle.

[0020] Figure 4 is an explanatory view showing a method of determining a point of inflection of a curvature of a target trajectory.

[0021] Figure 5 is an explanatory view showing a change in a curvature of a target trajectory.

[0022] Figure 6is an explanatory diagram showing a set position of a reference point before a turning point of a curvature of a target trajectory.

[0023] Figure 7 is an explanatory diagram showing a set position of a reference point after a turning point of a curvature of a target trajectory.

[0024] Figure 8 is an explanatory diagram showing a relationship between a first unit time for setting a reference point at a position immediately before a turning point of a target trajectory and a curvature of the turning point.

[0025] Figure 9 is a flowchart showing a steering control process performed by the control device of the vehicle of this embodiment.

[0026] Symbol explanation

[0027] 1 … vehicle, 11L, 11R … wheel, 19 … drive shaft, 21 … electric power steering system, 41 … vehicle operation / behavior sensor, 43 … vehicle position sensor, 45 … navigation device, 50 … control device, 51 … setting section, 53 … control section, 55 … motor control section, 57 … brake control section, 59 … steering control section, 61 … storage section DETAILED DESCRIPTION

[0028] Hereinafter, a preferred embodiment of the present application will be described in detail with reference to the drawings. Note that in this specification and the drawings, repeated description on constitutional elements having substantially the same function will be omitted by labeling the constitutional elements with the same symbol.

[0029] <1. Example of vehicle configuration>

[0030] First, an example of a vehicle configuration of a vehicle equipped with the control device of the vehicle of this embodiment will be described.

[0031] Figure 1 is a schematic diagram showing an example of a vehicle 1 configuration. The vehicle 1 is provided with wheels 11L, 11R, a power transmission system 17, a drive motor 35, a transmission 33, a battery 31, a brake system 15, an electric power steering system 21, a vehicle operation / behavior sensor 41, a vehicle position sensor 43, a navigation device 45, and a control device 50. The transmission 33, the brake system 15, the electric power steering system 21, the vehicle operation / behavior sensor 41, the vehicle position sensor 43, and the navigation device 45 are connected to the control device 50 directly or via a communication device such as a CAN (Controller Area Network) and / or a LIN (Local Inter Net) and the like.

[0032] Figure 1The vehicle 1 shown is an electric vehicle that has only the drive motor 35 as a drive source and travels using power output from the drive motor 35. The driving mode of the vehicle 1 can be switched between a manual driving mode and an automatic driving mode. The manual driving mode is a driving mode in which the acceleration / deceleration and the steering angle of the vehicle 1 are controlled in accordance with the driving operation of the driver. The automatic driving mode is a driving mode in which the acceleration / deceleration and the steering angle of the vehicle 1 are automatically controlled regardless of the driving operation of the driver.

[0033] Note that the driving mode can be switched by the driver, and can also be switched to the automatic driving mode by the intervention of the control device 50 in the manual driving mode. Also, in the automatic driving mode, if a specific operation such as a brake operation is performed by the driver, the manual driving mode can be switched from the automatic driving mode.

[0034] The drive motor 35 is a motor that outputs power to be transmitted to the wheels 11L, 11R of the vehicle 1. As the drive motor 35, a three-phase alternating motor, for example, is used. The drive motor 35 is connected to the battery 31 via the inverter 33, is driven using electric power supplied from the battery 23, and outputs power.

[0035] Note that the drive motor 35 can also be a motor that is regeneratively driven at the time of deceleration of the vehicle 1 and can generate electric power using the kinetic energy of the wheels 11L, 11R. In this case, electric power generated by the drive motor 35 is charged to the battery 31 via the inverter 33.

[0036] The output shaft of the drive motor 35 is connected to the drive shaft 19 to which the wheels 11L, 11R are connected via the power transmission system 17. Therefore, power output from the drive motor 35 is transmitted to the wheels 11L, 11R via the power transmission system 17 and the drive shaft 19.

[0037] Note that, Figure 1 The wheels 11L, 11R shown are front wheels whose steering angles are controlled by the electric power steering system 21, and power output from the drive motor 35 is transmitted to at least the front wheels. However, the wheels 11L, 11R to which power output from the drive motor 35 is transmitted can also be rear wheels. Also, power output from the drive motor 35 can be transmitted to both the front wheels and the rear wheels via a propeller shaft, not shown.

[0038] The inverter 33 is a power conversion device that performs bidirectional power conversion. For example, the inverter 33 includes a three-phase bridge circuit. The inverter 33 converts direct current supplied from the battery 31 into alternating current and supplies it to the drive motor 35. Also, the inverter 33 converts alternating current generated by the drive motor 35 into direct current and supplies it to the battery 31. The driving of the inverter 33 is controlled by the control device 50.

[0039] The battery 31 is a battery capable of charging and discharging electric power. As the battery 31, for example, a lithium-ion battery, a lithium-ion polymer battery, a nickel-hydrogen battery, a nickel-cadmium battery, or a lead storage battery is used, but a battery other than these can also be used. The battery 31 stores electric power supplied to the drive motor 35.

[0040] The brake system 15 controls the brake force applied to each wheel 11L, 11R by controlling the hydraulic pressure supplied to, for example, the brake devices 13L, 13R provided to each wheel 11L, 11R. The brake system 15 includes, for example, a master cylinder, a booster, and a hydraulic control unit, which are not shown. The master cylinder is connected to a brake pedal via the booster, which assists the driver's depression force on the brake pedal and transmits it to the master cylinder.

[0041] The master cylinder is connected to the brake devices 13L, 13R via a hydraulic circuit provided to the hydraulic control unit. The master cylinder supplies working oil to the hydraulic circuit according to the operation amount of the brake pedal. The hydraulic control unit is provided with an electromagnetic control valve and an electric pump, and controls the flow rate of the working oil supplied to each brake device 31L, 31R.

[0042] The brake devices 13L, 13R provided to each wheel 11L, 11R include, for example, a brake caliper including a brake pad and a wheel cylinder. The brake pad is provided in opposition to both sides of a brake disc that rotates integrally with the wheel 11L, 11R, and a pair of brake pads are provided to each wheel 11L, 11R. The wheel cylinder is a hydraulic chamber formed in the brake caliper, and as the pressure in the wheel cylinder rises, each brake pad moves toward both sides of the brake disc. As a result, the brake disc is sandwiched by the pair of brake pads, and a brake force is applied to the wheel 11L, 11R by the frictional force.

[0043] The brake force applied to each wheel 11L, 11R is controlled by controlling the flow rate of the working oil supplied to each brake device 31L, 31R by the hydraulic control unit, thereby adjusting the pressure in the wheel cylinder of each brake device 31L, 31R. The drive of the brake system 15 is controlled by the control device 50.

[0044] The electric power steering system 21 assists the driver's steering operation using the steering wheel. For example, the electric power steering system 21 includes a rotation sensor that detects the rotation angle of the steering wheel, which is not shown, and an electric motor that controls the steering angle of the wheels 11L, 11R in accordance with the rotation angle of the steering wheel detected by the rotation sensor. The electric power steering system 21 can also include an electric motor that can output power to turn the steering wheel. The drive of the electric power steering system 21 is controlled by the control device 50.

[0045] Note that, in the automatic driving mode, the control of the steering angle of the wheels 11L, 11R is performed by the electric power steering system 21.

[0046] The vehicle operation / behavior sensor 41 is constituted by at least one sensor that detects an operation state and a behavior of the vehicle. The vehicle operation / behavior sensor 41 includes, for example, at least one of a vehicle speed sensor, an acceleration sensor, an angular velocity sensor, and detects information of a behavior of the vehicle such as a vehicle speed, a front-rear acceleration, a lateral acceleration, a yaw rate, and the like. In addition, the vehicle operation / behavior sensor 41 includes, for example, at least one of a throttle position sensor, a brake stroke sensor, a brake pressure sensor, a steering angle sensor, an engine revolution sensor, and detects information of an operation state of the vehicle such as a steering angle of a steering wheel or a steering wheel, a throttle opening degree, a brake operation amount, and the like. The vehicle operation / behavior sensor 41 transmits a sensor signal including the detected information to the control device 50.

[0047] The vehicle position sensor 43 detects a position of the vehicle 1, and outputs a detection result to the control device 50. For example, the vehicle position sensor 43 can be a GPS (Global Positioning System) sensor that receives a satellite signal from a GPS satellite. The GPS sensor transmits position information on a map data of the vehicle included in the received satellite signal to the navigation device 45 and the control device 50. Note that, instead of the GPS sensor, a sensor that receives a satellite signal from another satellite system that determines a position of the vehicle can be provided.

[0048] In addition, the vehicle position sensor 43 can further include an outside camera and / or a LiDAR (Light Detection and Ranging, or Laser Imaging Detection and Ranging), a radar sensor, and the like, which are measurement devices capable of detecting a position of the host vehicle within a road.

[0049] The navigation device 45 is a device that guides a travel route from a current position of the vehicle 1 to a set destination. The navigation device 45 has map data stored in advance. The map data includes data of a target trajectory that is a travel trajectory that becomes a reference when the vehicle 1 travels on each road in the automatic driving mode. The data of the target trajectory can be constituted by data of a target point array. The navigation device 45 acquires information of the current position of the vehicle 1 output from the vehicle position sensor 43, and sets a travel route from the current position to the set destination. The navigation device 45 outputs information indicating the travel route and the target trajectory to the control device 50.

[0050] In addition, the navigation device 45 has a function of visually displaying information, and displays various information related to route guidance such as a current position of the vehicle 1, a travel route, a position of a destination, a distance to the destination, a predicted arrival time, and the like on the map data.

[0051] In the automatic driving mode of the vehicle 1, the control device 50 controls the inverter 33, the brake system 15, and the electric power steering system 21 to perform automatic driving control that causes the vehicle 1 to automatically travel along a travel route set by the navigation device 45. The control device 50 sets at least a target steering angle of the wheels 11L, 11R, and controls the steering angles of the wheels 11L, 11R on the basis of the target steering angle.

[0052] <2. Control Device>

[0053] Next, the control device 50 of the vehicle of the present embodiment will be described in detail.

[0054] (2-1. Configuration Example)

[0055] The control device 50 is configured to include one or a plurality of processors such as a CPU (Central Processing Unit) or an MPU (Micro Processing Unit), and one or a plurality of memories that store various data in a communicable manner with the processors. Note that part or all of the control device 50 can be configured by a component that can be updated such as firmware, and can also be a program module or the like that is executed by an instruction from the CPU or the like.

[0056] Figure 2 is a block diagram showing an example of the functional configuration of the control device 50. The control device 50 includes a setting section 51, a control section 53, and a storage section 61. Note that the functions possessed by the control device 50 of the present embodiment can be realized by one control device, or can be realized by a plurality of control devices that can communicate with each other via a communication device such as a CAN.

[0057] (2-1-1. Storage Section)

[0058] The storage section 61 includes a memory such as a ROM (Read Only Memory) that stores programs executed by the processor and / or various operation parameters used for operation processing, and / or a RAM (Random Access Memory) that stores various detection data and operation results and the like acquired by the processor. The storage section 61 can include a storage medium such as an HDD (Hard Disk Drive) and / or a CD (Compact Disc), a DVD (Digital Versatile Disk), an SSD (Solid State Drive), a USB (Universal Serial Bus) flash memory, a storage device, and the like.

[0059] (2-1-2. Setting Section)

[0060] The setting section 51 sets the target steering angle θt of the wheels 11L, 11R in order to cause the vehicle 1 to travel along the target trajectory Ttgt on the travel route acquired from the navigation device 45 in the autonomous driving mode of the vehicle 1. In the present embodiment, the setting section 51 sets a predetermined arc At based on the current position (current position Pa1 and current position Pa2: collectively referred to as the current position Pa when no particular distinction is required) of the vehicle 1 output from the vehicle position sensor 43 and a reference point (first reference point Pt1 and second reference point Pt2: collectively referred to as the reference point Pt when no particular distinction is required) set on the target trajectory Ttgt acquired from the navigation device 45, and sets the target steering angle θt based on the curvature c of the arc At. The setting section 51 sets the target steering angle θt at a predetermined calculation cycle set in advance according to, for example, the processing speed of a processor.

[0061] (2-1-3. Control Section)

[0062] The control section 53 controls the actions of each device of the vehicle 1 by executing various calculation processes of the programs stored in the storage section 61. In the present embodiment, the control section 53 includes a motor control section 55, a brake control section 57, and a steering control section 59.

[0063] The motor control section 55 controls the action of the drive motor 35. Specifically, the motor control section 55 controls the supply of electric power from the battery 31 to the drive motor 35 and the charging of the electric power generated by the drive motor 35 to the battery 31 by controlling the actions of the switching elements of the inverter 33. Thereby, the motor control section 55 can control the output of the power generated by the drive motor 35 and the charging of the battery 31.

[0064] The brake control section 57 controls the action of the brake system 15. Specifically, the brake control section 57 controls the pressure in the wheel cylinder of each brake device 13L, 13R provided at each wheel 11L, 11R by controlling the action of the hydraulic control unit. Thereby, the brake control section 57 can control the braking force applied to the vehicle 1.

[0065] The steering control section 59 controls the action of the electric power steering system 21. Specifically, the steering control section 59 can control the steering angle θ of the wheels 11L, 11R by controlling the output of the electric motor of the electric power steering system 21. Although the steering control section 59 is configured to be able to control at least the steering angle θ of the wheels 11L, 11R, it can also control the rotation angle of the steering wheel in correspondence with the steering angle θ of the wheels 11L, 11R.

[0066] As described above, the driving mode of the vehicle 1 becomes switchable between the manual driving mode and the automatic driving mode. The control section 53 controls the acceleration and deceleration of the vehicle 1 and the steering angle in accordance with the driving mode.

[0067] For example, in the manual driving mode, the control section 53 controls each device in such a manner that the acceleration and deceleration of the vehicle 1 become the acceleration and deceleration corresponding to the accelerator operation and the brake operation of the driver. Specifically, the control section 53 controls the operation of the drive motor 35 in such a manner that the driving force applied to the vehicle 1 becomes the driving force corresponding to the accelerator opening degree. Thereby, the acceleration of the vehicle 1 can be controlled in accordance with the accelerator operation of the driver. In addition, the control section 53 controls the operation of the brake system 15 in such a manner that the braking force applied to the vehicle 1 becomes the braking force corresponding to the brake operation amount. Thereby, the deceleration of the vehicle 1 can be controlled in accordance with the brake operation of the driver. In addition, the control section 53 controls the operation of the electric motor in such a manner that the steering angle Θ of the wheels 11L, 11R becomes the steering angle corresponding to the rotation angle of the steering wheel upon the steering wheel operation by the driver. Thereby, the steering angle Θ of the wheels 11L, 11R can be controlled in accordance with the steering wheel operation of the driver.

[0068] In the automatic driving mode, the control section 53 controls each device in such a manner that the vehicle 1 automatically travels along the travel route set by the navigation device 45. Specifically, the control section 53 controls each device in such a manner that the vehicle 1 automatically travels along the target trajectory Ttgt on the travel route acquired from the navigation device 45. The control section 53 controls the operation of the electric power steering system 21 in such a manner that the steering angle Θ of the wheels 11L, 11R becomes the target steering angle Θt set by the setting section 51. In addition, the control section 53 controls the acceleration and deceleration of the vehicle 1 in such a manner that, for example, the vehicle speed V of the vehicle 1 is maintained at the set speed. The control section 53 sets the control target of each device at the same operation cycle as the setting section 51, for example.

[0069] It should be noted that in a case where a preceding vehicle exists in front of the vehicle 1 or a pedestrian and / or an obstacle and the like exist around the vehicle 1, the control section 55 adjusts the travel trajectory or the vehicle speed of the vehicle 1 in such a manner that the preceding vehicle and the pedestrian and the like do not collide with the vehicle 1. However, hereinafter, a case where no preceding vehicle and pedestrian and the like exist will be described in order to facilitate understanding of the technology of the present application.

[0070] (2-2. Action example of control device)

[0071] Next, as an action example of the control device 50 of the vehicle of the present embodiment, an example of a process of controlling the steering angle Θ of the wheels 11L, 11R by the control device 50 will be described.

[0072] (2-2-1. Outline of setting method of target steering angle)

[0073] First, the outline of a basic setting method of the target steering angle θt at the time when the setting section 51 sets the target steering angle θt will be described. Figure 3 Figure 3 is an explanatory diagram showing the basic idea of the setting process of the target steering angle θt.

[0074] The setting section 51 acquires information of the current position Pa of the vehicle 1 transmitted from the vehicle position sensor 43, and acquires information of the target trajectory Ttgt on the travel route output from the navigation device 45. The setting section 51 sets a reference point Pt on the target trajectory Ttgt ahead in accordance with a predetermined reference, and calculates an arc At that has the current traveling direction of the vehicle 1 as a tangent and passes through the current position Pa of the vehicle 1 and the reference point Pt. Then, the setting section 51 sets the target steering angle θt of the wheels 11L, 11R in such a manner that the travel trajectory becomes the curvature c of the calculated arc At.

[0075] Here, in the control device 50 of the present embodiment, the setting section 51 calculates the inflection point Pc of the curvature c of the target trajectory Ttgt, and sets the reference point Pt in accordance with a reference that is different before and after the vehicle 1 passes the inflection point Pc. Specifically, the setting section 51 sets a first reference point Pt1 at a position further ahead than the inflection point Pc before the vehicle 1 passes the inflection point Pc on the target trajectory Ttgt. In addition, in the case of comparison under the same travel condition, the setting section 51 sets a first reference point Pt1 and a second reference point Pt2 respectively in such a manner that a second distance L2 from the current position Pa of the vehicle 1 after the vehicle 1 passes the inflection point Pc to the second reference point Pt2 is larger than a first distance L1 from the current position Pa of the vehicle 1 before the vehicle 1 passes the inflection point Pc to the first reference point Pt1. The same travel condition means a case where at least one or all of the vehicle speed and / or the acceleration / deceleration, and the steering angle are the same.

[0076] Figure 4 and Figure 5 is an explanatory diagram showing an example of the determination method of the inflection point Pc of the curvature c of the target trajectory Ttgt. The setting section 51 selects an arbitrary number of target points from among the target point array that constitutes the target trajectory Ttgt acquired by the navigation device 45. In the example of Figure 4 and Figure 5 , five target points P1 to P5 are selected. The setting section 51 calculates the coordinates (x i , y i ) in the two-dimensional space, and the curvature c i of the target trajectory Ttgt respectively with respect to the five selected target points P1 to P5.

[0077] ​The two-dimensional space used at this time can be, for example, a two-dimensional space with the current position Pa of the vehicle 1 as the origin and the traveling direction of the vehicle 1 as the y axis. In addition, the curvatures c of the target trajectories Ttgt at the target points P1 to P5 i may be included in the data of the target trajectory Ttgt acquired from the navigation device 45, or can be calculated by the setting section 51 based on data of the coordinates on the two-dimensional space of each target point constituting the acquired target trajectory Ttgt. Among them, the curvatures c i The method of calculating the curvatures c is not particularly limited.

[0078] The setting section 51 sets the target point among the target points P1 to P5 at which the value of the calculated curvature c1 to c5 is the largest as the inflection point Pc. In the example of the target trajectory Ttgt of Figure 4 and Figure 5 , the curvatures c1 to c3 increase (i.e., the radii of curvature r1 to r3 decrease) throughout the target points P1 to P3, and the curvatures c3 to c5 decrease after the target point P3. Therefore, the setting section 51 sets the target point P3 as the inflection point Pc.

[0079] At this time, the setting section 51 can also set the target point at which the value of the curvature c is the largest as the inflection point Pc in a case where the curvature c of the target point exceeds a predetermined value set in advance. In a case where the vehicle is traveling on a gentle curve, the curvature of the circular arc At set is in a small state, the degree of deviation to the inside direction of the curve of the target trajectory Ttgt is less likely to increase, and the vibration of the steering is less likely to increase. Therefore, it is possible to limit the probability of performing the process of making the reference of the set position of the reference point Pt different, and it is possible to reduce the load on the control device 50.

[0080] The number of selected target points is not limited to five. The more the number of selected target points, the more it is possible to more accurately determine the inflection point Pc of the curvature c. However, if the number of selected target points is too large, the time required for the operation process becomes long, and therefore it is preferable to set the number of target points based on this.

[0081] Further, although the positions of the respective target points P1 to P5 are arbitrarily selected, the positions of the target points P1 to P5 are preferably selected at equal intervals. By selecting the plurality of target points P1 to P5 at equal intervals, it is possible to reduce the possibility that the position of the inflection point Pc calculated deviates too much from the actual inflection point. For example, the setting section 51 selects the foremost target point (first target point) P1 at a position that is a predetermined distance from the current position Pa of the vehicle 1, and selects the subsequent target points P2 to P5 at equal intervals. In the case where the current position Pa of the vehicle 1 is not on the target trajectory Ttgt, the setting section 51 selects the target point (first target point) P1 at a position that is a predetermined distance from a point on the target trajectory Ttgt that is closest to the current position Pa of the vehicle 1, instead of the current position Pa, and selects the subsequent target points P2 to P5 at equal intervals.

[0082] In this case, although the distance from the start point Pb to the first target point P1 can be arbitrarily selected, it can also be set in accordance with the current vehicle speed V of the vehicle 1. Similarly, in the case where the intervals of the target points P1 to P5 are selected at equal intervals, the intervals of the respective target points P1 to P5 can be set in accordance with the current vehicle speed V of the vehicle 1. Specifically, it is preferable that the faster the current vehicle speed V of the vehicle 1, the greater the distance from the start point Pb to the first target point P1 and the intervals of the target points P1 to P5 are set to become. By setting the distance from the start point Pb to the first target point P1 and the intervals of the target points P1 to P5 in proportion to the vehicle speed V of the vehicle 1, it is possible to set the range of the target trajectory Ttgt in which the position of the inflection point Pc is calculated in accordance with the reachable distance of the vehicle 1, and it is possible to reliably perform the processing of making the reference points Pt different in reference by the inflection point Pc.

[0083] Figure 6 and Figure 7 are explanatory diagrams respectively showing the set range of the first reference point Pt1 by the inflection point Pc and the set range of the second reference point Pt2 after the inflection point Pc. In Figure 6 and Figure 7 , the first reference point Pt1 and the second reference point Pt2 are set on an arbitrary target trajectory Ttgt within a range a arbitrarily set with respect to the current positions Pa1, Pa2 of the vehicle 1. Although the range a can be set to a range including a predetermined number of target points, for example, or a range of a predetermined distance, it is not limited to these examples. In the example shown in Figure 6 and Figure 7 , the range a is set to a range including three target points.

[0084] As Figure 6As shown, the range a for setting the first reference point Pt1 for finding the circular arc At is set at a position just before the inflection point Pc before the vehicle 1 passes the inflection point Pc. Thus, until the vehicle 1 approaches the inflection point Pc, the possibility of setting the first reference point Pt1 at a position where the curvature c of the target trajectory Ttgt exceeds the most in front of the vehicle 1 can be reduced, and the degree of deviation of the actual travel trajectory of the vehicle 1 to the inside direction of the target trajectory Ttgt can be reduced.

[0085] In addition, as shown in FIG. 6, the range a for setting the second reference point Pt2 is set at a position just after the inflection point Pc after the vehicle 1 passes the inflection point Pc. Figure 6 and Figure 7 As shown, the distance from the current position Pa2 (or the start point Pb2) after the vehicle 1 passes the inflection point Pc to the set range a of the second reference point Pt2 is set to be greater than the distance from the current position Pa1 (or the start point Pb1) before the vehicle 1 passes the inflection point Pc to the set range a of the first reference point Pt1. In the present embodiment, regardless of the vehicle speed V of the vehicle 1, even in the case of comparison using the same travel condition, the first reference point Pt1 and the second reference point Pt2 are respectively set so that the distance (second distance) D2 from the current position Pa2 (or the start point Pb2) after the vehicle 1 passes the inflection point Pc to the second reference point Pt2 is greater than the distance (first distance) D1 from the current position Pa1 (or the start point Pb1) before the vehicle 1 passes the inflection point Pc to the first reference point Pt1. Thus, in a state where the vehicle 1 passes the inflection point Pc and the curvature c of the target trajectory Ttgt becomes small, the second reference point Pt2 is set further, and the curvature of the found circular arc At becomes small. Therefore, in the case where the steering angle θ of the wheels 11L, 11R is controlled based on the target steering angle θt set for each operation cycle, the vibration of the steering can be reduced.

[0086] (2-2-2. Specific example of the setting method of the reference point)

[0087] Next, a specific example of a method of respectively setting the first reference point Pt1 and the second reference point Pt2 in such a manner that the second distance D2 is greater than the first distance D1 in the case of comparison using the same travel condition will be described.

[0088] (First example)

[0089] In the first example, the setting unit 51 sets the reference point Pt at a position of the vehicle 1 on the target trajectory Ttgt which is assumed to be reached after a predetermined unit time. At this time, the setting unit 51 sets the value of the second unit time T2 used after the vehicle 1 passes the inflection point Pc to be greater than the value of the first unit time T1 used before the vehicle 1 passes the inflection point Pc. Thus, in the case of comparison using the same travel condition, the first reference point Pt1 and the second reference point Pt2 are respectively set in such a manner that the second distance D2 is greater than the first distance D1.

[0090] When a reference point Pt is set for the position of vehicle 1 on the target trajectory Ttgt to be reached after a predetermined unit of time, the faster the vehicle speed V, the greater the distance from the current position Pa (or the starting point Pb) to the reference point Pt; conversely, the slower the vehicle speed V, the smaller the distance from the current position Pa (or the starting point Pb) to the reference point Pt. In this case, the first unit time T1 used before vehicle 1 passes the inflection point Pc is set such that the position of vehicle 1 on the target trajectory Ttgt to be reached after the first unit time T1 at the current vehicle speed V is closer to the inflection point Pc. The first unit time T1 is set to a time longer than the interval of the calculation cycle of the setting unit 51. For example, if the interval of the calculation cycle of the setting unit 51 is 0.1 seconds, the first unit time T1 is set to 0.2 to 1.0 seconds.

[0091] Before vehicle 1 passes inflection point Pc, the setting unit 51 can adjust the position of the first reference point Pt1 based on the curvature c of inflection point Pc. Specifically, when comparing under the same driving conditions, the setting unit 51 adjusts the position of the first reference point Pt1 in a manner that the larger the curvature c of inflection point Pc, the smaller the first distance D1 becomes, and the smaller the curvature c of inflection point Pc, the larger the first distance D1 becomes. For example, as Figure 8 As shown, the first unit time T1 can also be adjusted in such a way that the greater the curvature c of the inflection point Pc becomes, the shorter the first unit time T1 becomes. Alternatively, the coefficient can be set in such a way that the greater the curvature c of the inflection point becomes, the smaller the coefficient becomes, and this coefficient can be multiplied by the first distance D1 up to the first reference point Pt1 obtained as described above based on the vehicle speed V. Thus, when the curvature of the inflection point Pc is large, that is, when the curve is steep, the first reference point Pt1 is set closer, which can reduce the deviation of the driving trajectory from the inside of the curve of the target trajectory Ttgt.

[0092] Furthermore, in the first example, the second unit time T2 used after vehicle 1 passes the inflection point Pc is set to a larger value than the first unit time T1. Therefore, after passing the inflection point Pc, when the curvature c of the target trajectory Ttgt decreases, the second reference point Pt2 is set further away, and the curvature of the arc At used to calculate the target steering angle θt decreases. Thus, steering vibration can be reduced.

[0093] It should be noted that the setting unit 51 switches the unit time for the setting of the reference point Pt from the second unit time T2 to the first unit time Tl with an appropriate position between two inflection points as a boundary in a case where the setting unit 51 detects the presence of the next inflection point at the end of the certain inflection point. For example, the setting unit 51 can use the second unit time T2 as a state after passing the previous inflection point before reaching the middle point between two inflection points, and use the first unit time Tl as a state before passing the next inflection point after reaching the middle point.

[0094] Alternatively, the setting unit 51 can perform the processing of making the reference of the set position of the reference point Pt different with respect to a specific section before passing the inflection point Pc and after passing the inflection point Pc in a case where the setting unit 51 determines the inflection point Pc of the curvature c of the target trajectory Ttgt. Thus, the processing of making the reference of the set position of the reference point Pt different is performed only in a scenario where an effect of reducing the deviation of the travel trajectory to the inside of the curve of the target trajectory Ttgt or reducing the vibration of the steering is easily obtained, and it is possible to reduce the load of the control device 50.

[0095] (Second Example)

[0096] In the second example, the setting unit 51 sets the first reference point Pt1 and the second reference point Pt2 respectively using a coefficient set in such a way that the second distance D2 is greater than the first distance Dl in a case where comparison is made using the same travel condition at least one of before and after the vehicle 1 passes the inflection point Pc. For example, the setting unit 51 calculates a reaching predetermined distance of the vehicle 1 after a unit time using the same unit time before and after the vehicle 1 passes the inflection point Pc. Then, the setting unit 51 multiplies the reaching predetermined distance by a coefficient set in such a way that the second distance D2 is greater than the first distance Dl in a case where comparison is made using the same travel condition, and sets the first reference point Pt1 or the second reference point Pt2 at a position corresponding to the calculated reaching predetermined distance.

[0097] For example, in a case where the predetermined distance is multiplied by the coefficient only before passing the inflection point Pc, the coefficient is set to an appropriate value smaller than 1. Also, in a case where the predetermined distance is multiplied by the coefficient only after passing the inflection point Pc, the coefficient is set to an appropriate value exceeding 1. Or, in a case where the predetermined distance before passing the inflection point Pc and the predetermined distance after passing the inflection point Pc are multiplied by the coefficient respectively, the second coefficient used after passing the inflection point Pc is set to a value larger than the first coefficient used before passing the inflection point Pc. Thereby, in a case where comparison is made using the same running condition, the first reference point Pt1 and the second reference point Pt2 are set so as to make the second distance D2 larger than the first distance D1 respectively, and the second reference point Pt2 is set further away in a state where the curvature c of the target trajectory Ttgt becomes smaller after passing the inflection point Pc. Therefore, it is possible to make the curvature of the circular arc At used for calculating the target steering angle θt smaller, and it is possible to reduce the vibration of the steering.

[0098] Note that, in the second example, the setting section 51 can add or subtract the predetermined distance instead of using the predetermined coefficient. For example, the setting section 51 can subtract the predetermined distance from the predetermined distance before passing the inflection point Pc, or can add the predetermined distance to the predetermined distance before passing the inflection point Pc. Or, the predetermined distance can be added or subtracted to or from the predetermined distance before passing the inflection point Pc and after passing the inflection point Pc respectively. In this case, the predetermined distance (positive or negative value) added or subtracted to or from the predetermined distance after passing the inflection point Pc is set to a value larger than the predetermined distance (positive or negative value) added or subtracted to or from the predetermined distance before passing the inflection point Pc. Even by the method of adding or subtracting the predetermined distance, it is possible to set the reference points Pt so as to make the second distance larger than the first distance in a case where comparison is made using the same running condition.

[0099] Also, in the second example, as the distance before being multiplied by the coefficient or the distance before being added or subtracted by the predetermined distance, a certain distance independent of the vehicle speed V can be used instead of the predetermined distance reached after the unit time. Even in this case, it is possible to set the first reference point Pt1 and the second reference point Pt2 so as to make the second distance D2 larger than the first distance D1 respectively in a case where comparison is made using the same running condition.

[0100] In the second example, the setting unit 51 can also adjust the position of the first reference point Pt1 based on the curvature c of the inflection point Pc before the vehicle 1 passes through the inflection point Pc. Furthermore, if the setting unit 51 detects the existence of the next inflection point at the end of a certain inflection point, it can switch the unit time for setting the reference point Pt from the second unit time T2 to the first unit time T1, using an appropriate position between the two inflection points as the boundary. Moreover, when the setting unit 51 determines the inflection point Pc with curvature c of the target trajectory Ttgt, it can perform processing that differentiates the reference point setting position of the reference point Pt for specific intervals before and after passing through the inflection point Pc.

[0101] (Third case)

[0102] In the third example, the setting unit 51 sets a reference point Pt on the target trajectory Ttgt from the current position Pa (or starting point Pb) of vehicle 1 to a predetermined distance that is a constant independent of vehicle speed. At this time, the setting unit 51 makes the value of the second distance D2 used after vehicle 1 passes the inflection point Pc greater than the value of the first distance D1 used before passing the inflection point Pc. Therefore, without multiplying by a coefficient or adding / subtracting distances, the first reference point Pt1 and the second reference point Pt2 can be set such that the second distance D2 is greater than the first distance D1.

[0103] In the third example, the setting unit 51 can also adjust the position of the first reference point Pt1 based on the curvature c of the inflection point Pc before the vehicle 1 passes through the inflection point Pc. Furthermore, if the setting unit 51 detects the existence of the next inflection point at the end of a certain inflection point, it can switch the distance used for setting the reference point Pt from the second distance D2 to the first distance D1, using an appropriate position between the two inflection points as the boundary. Moreover, if the inflection point Pc with curvature c of the target trajectory Ttgt is determined, the setting unit 51 can perform processing that differentiates the reference point setting position of the reference point Pt for specific intervals before and after passing through the inflection point Pc.

[0104] (2-3. Steering control processing)

[0105] Next, along Figure 9 The flowchart illustrates an example of steering control processing performed by the control device 50 of vehicle 1.

[0106] First, the setting section 51 acquires data of the current position Pa of the vehicle 1 and data of the target trajectory Ttgt from the vehicle position sensor 43 and the navigation device 45 (step Sll). Next, the setting section 51 determines whether there is a target point array constituting the target trajectory Ttgt in the advancing direction of the vehicle 1 (step S13). Here, in a state where the vehicle 1 is set to the automatic driving mode and before the vehicle 1 reaches the destination, it is determined whether the vehicle 1 is being automatically driven along the travel route. In the case where there is no target point array (S13 / N), the setting section 51 ends the present routine.

[0107] On the other hand, in the case where there is a target point array (S13 / Y), the setting section 51 selects a plurality of target points Pl to P5 from among the target point array constituting the target trajectory Ttgt, and calculates the coordinates (x i , y i ) and the curvature c of each of the target points Pl to P5 in the two-dimensional space (step S15). As described above, the more the number of the selected target points, the more accurately the inflection point Pc of the curvature c can be determined. However, if the number of the selected target points is too large, the time required for the operation processing becomes long, and thus it is preferable to set the number of the target points based on this. In addition, the curvature c of each of the target points Pl to P5 can be included in the data of the target trajectory Ttgt, or can be calculated based on the coordinates in the two-dimensional space of each of the target points constituting the target trajectory Ttgt.

[0108] Next, the setting section 51 sets the target point having the largest curvature c from among the selected target points Pl to P5 as the inflection point Pc (step S17). At this time, as described above, the setting section 51 can set the target point as the inflection point Pc in the case where the curvature c of the target point having the largest curvature c exceeds a predetermined value set in advance. Thereby, it is possible to limit the probability of performing the processing of making the reference of the set position of the reference point Pt different, and it is possible to reduce the load of the control device 50. Although not illustrated, in the case where there is no such inflection point Pc, the setting section 51 sets the reference point Pt in accordance with the reference set in advance regardless of before and after the inflection point Pc, and proceeds to step S25.

[0109] If the inflection point Pc is determined in step S17, the setting portion 51 determines whether the current position Pa of the vehicle 1 is more ahead than the inflection point Pc (step S19). In the case where the current position Pa is more ahead than the inflection point Pc (S19 / YES), the setting portion 51 sets the first reference point Pt1 at a position more ahead than the inflection point Pc (step S21). On the other hand, in the case where the current position Pa exceeds the inflection point Pc (S19 / NO), the setting portion 51 sets the second reference point Pt2 in such a manner that the second distance D2 from the current position Pa after passing the inflection point Pc to the reference point Pt (the second reference point Pt2) is larger than the first distance D1 from the current position Pa before passing the inflection point Pc to the first reference point Pt1 set before passing the inflection point Pc, in the case of comparison under the same running conditions (step S23).

[0110] For example, in the above first example, before passing the inflection point Pc, the setting portion 51 sets the first reference point Pt1 at a position ahead of the inflection point Pc, assuming a position on the target trajectory Ttgt reached after a first unit time T1 longer than the interval of the calculation cycle in the state where the vehicle 1 is at the current vehicle speed V (step S21). Also, after passing the inflection point Pc, the setting portion 51 sets the second reference point Pt2 at a position on the target trajectory Ttgt reached after a second unit time T2 longer than the first unit time T1, assuming the state where the vehicle 1 is at the current vehicle speed V (step S23).

[0111] Also, in the above second example, before passing the inflection point Pc, the setting portion 51 sets the first reference point Pt1 at a position ahead of the inflection point Pc, assuming a position on the target trajectory Ttgt reached after a unit time longer than the interval of the calculation cycle in the state where the vehicle 1 is at the current vehicle speed V (step S21). Also, after passing the inflection point Pc, the setting portion 51 calculates a reaching predetermined distance reached after the same unit time, assuming the state where the vehicle 1 is at the current vehicle speed V, and sets the second reference point Pt2 at a position corresponding to a reaching predetermined distance calculated by multiplying a coefficient set to a value larger than 1 on the reaching predetermined distance (step S23). After passing the inflection point Pc, the reaching predetermined distance reached after the same unit time can be assumed as a reference, so that the reaching predetermined distance reached after the same unit time before passing the inflection point Pc is calculated in step S21, and a coefficient set to a value smaller than 1 is multiplied on the reaching predetermined distance. Alternatively, the reaching predetermined distance can be calculated by multiplying the coefficient in step S21 and step S23, respectively, to set the first reference point Pt1 and the second reference point Pt2, respectively. In this case, the coefficient used in step S23 is set to a value larger than the coefficient used in step S21. Alternatively, in step S21 and step S23, a predetermined distance can be added or subtracted instead of multiplying the coefficient.

[0112] In addition, in the third example described above, before passing the inflection point Pc, the setting section 51 sets a first reference point Pt1 at a position on the target trajectory Ttgt from the current position Pa1 (or the start point Pb1) of the vehicle 1 to the inflection point Pc by a first distance D1 that is a constant independent of the vehicle speed (step S21). In addition, after passing the inflection point Pc, the setting section 51 sets a second reference point Pt2 at a position on the target trajectory Ttgt from the current position Pa2 (or the start point Pb2) of the vehicle 1 to the inflection point Pc by a second distance D2 that is larger than the first distance D1 and is a constant independent of the vehicle speed (step S23).

[0113] In any of the first to third examples, in step S21, the setting section 51 can adjust the position of the first reference point Pt1 based on the curvature c of the inflection point Pc before the vehicle 1 passes the inflection point Pc.

[0114] In steps S21 and S23, after the first reference point Pt1 or the second reference point Pt2 is set, the setting section 51 calculates a circular arc At that has the current traveling direction of the vehicle 1 as a tangent and passes the current position Pa1 of the vehicle 1 and the first reference point Pt1, or passes the current position Pa2 of the vehicle 1 and the second reference point Pt2 (step S25).

[0115] Next, the setting section 51 sets the target steering angle θt of the wheels 11L, 11R in such a manner that the curvature of the calculated circular arc At is realized (step S27). Specifically, the setting section 51 calculates a steering angle in the case where the vehicle 1 travels on the calculated circular arc At, and sets this steering angle as the target steering angle θt. For example, the setting section 52 refers to a steering angle map that determines the target steering angle θt in accordance with the radius of curvature r of the circular arc At and the vehicle speed V, and sets the target steering angle θt based on the calculated radius of curvature r of the circular arc At and the current vehicle speed V of the vehicle 1. Since the centrifugal force becomes larger as the vehicle speed V is larger, the target steering angle θt is set to a larger value as the vehicle speed V is larger in the case where the vehicle 1 travels on the same circular arc At.

[0116] Next, the steering control section 59 of the control section 53 controls the electric power steering system 21 in such a manner that the steering angles of the wheels 11L, 11R become the target steering angle θt (step S29). Thereafter, the processing of the steps described so far is repeated from step S11.

[0117] <3. Effects of the Control Device of the Present Embodiment>

[0118] As described above, according to the control device 50 of the present embodiment, the setting section 51 calculates the arc At having a tangent line along the traveling direction of the vehicle 1 and passing through the current position Pa of the vehicle 1 and the reference point Pt set on the target trajectory Ttgt. Further, the setting section 51 sets the target steering angle θt based on the steering angle in the case where the vehicle 1 travels on the arc At. At this time, the setting section 51 determines the inflection point Pc of the curvature c of the target trajectory Ttgt, and sets the first reference point Pt1 at a position further ahead than the inflection point Pc of the curvature c of the target trajectory Ttgt before the vehicle 1 passes the inflection point Pc. Thereby, it is possible to reduce the possibility of setting the first reference point Pt1 beyond the inflection point Pc of the curvature c of the target trajectory Ttgt, and to reduce the degree of deviation of the travel trajectory to the inside of the curve of the target trajectory Ttgt when the vehicle 1 passes the curve.

[0119] Further, in the case of comparison using the same travel condition, the setting section 51 sets the second reference point Pt2 in such a manner that the second distance D2 from the current position Pa2 of the vehicle 1 after the vehicle 1 passes the inflection point Pc to the reference point Pt (second reference point Pt2) is larger than the first distance D1 from the current position Pa1 of the vehicle 1 before the vehicle 1 passes the inflection point Pc to the first reference point Pt1. Therefore, in the state where the vehicle 1 passes the inflection point Pc and the curvature c of the target trajectory Ttgt becomes small, the second reference point Pt2 is set further away, thereby making the curvature of the calculated arc At smaller. Therefore, in the case where the steering angle θ of the wheels 11L, 11R is controlled based on the target steering angle θt set for each calculation cycle, it is possible to reduce the vibration of the steering.

[0120] Further, it is preferable that the setting section 51 adjust the position of the first reference point Pt1 based on the curvature c of the inflection point Pc before the vehicle 1 passes the inflection point Pc. Thereby, in the case where the curvature of the inflection point Pc is large, that is, in the case where the curve is steep, the first reference point Pt1 is set further away, and it is possible to reduce the degree of deviation of the travel trajectory to the inside of the curve of the target trajectory Ttgt.

[0121] Further, it is preferable that the setting section 51 set the reference point Pt at the position of the vehicle 1 on the target trajectory Ttgt assumed to be reached after a predetermined unit time. Thereby, since the faster the vehicle speed V, the farther the reference point Pt is set, and the curvature of the arc At becomes larger, it is possible to reduce the vibration of the steering.

[0122] While the preferred embodiment of the present application has been described above with reference to the accompanying drawings, the present application is of course not limited to this example. Those skilled in the art will be able to conceive various modifications or corrections within the scope of the technical idea recited in the claims, and these naturally belong to the technical scope of the present application.

[0123] For example, in the above-described embodiment, although one reference point Pt is set and one circular arc At is found to set the target turning angle θt, the technology of the present application is not limited to this example. For example, two reference points (reference point A and reference point B) can be set, and a circular arc is formed for each reference point, and an indication value of the target turning angle is set based on the target turning angles found respectively. Even in this case, for the reference point A set before and after passing the inflection point Pc respectively, in the case of comparison using the same running condition, it is set in such a way that the second distance D2 after passing the inflection point Pc is larger than the first distance Dl before passing the inflection point Pc. Similarly, for the reference point B set before and after passing the inflection point Pc respectively, in the case of comparison using the same running condition, it is set in such a way that the second distance D2 after passing the inflection point Pc is larger than the first distance Dl before passing the inflection point Pc.

[0124] Thus, it is possible to reduce the possibility of setting the reference points A and B at the inflection point Pc where the curvature c of the target trajectory Ttgt exceeds, and it is possible to reduce the degree of deviation of the running trajectory to the inside of the curve of the target trajectory Ttgt when the vehicle 1 passes the curve. In addition, in the state where the curvature c of the target trajectory Ttgt becomes smaller when the vehicle 1 passes the inflection point Pc, the reference points A and B are set further, and the curvatures of the circular arcs At found respectively become smaller. Therefore, in the case of controlling the turning angles θ of the wheels 11L, 11R based on the target turning angles θt set for each operation cycle, it is possible to reduce the vibration of the turning.

Claims

1. A control device of a vehicle characterized by comprising: the control device of the vehicle comprises one or more processors and one or more memories communicably connected to the one or more processors, the processor executes a process that the process includes setting a first reference point at a position further ahead than a point of inflection of a curvature of a target trajectory before the vehicle passes the point of inflection, and setting a target steering angle based on a curvature of a circular arc set in such a way that the current position of the vehicle before the vehicle passes the point of inflection and the first reference point pass through the circular arc, after the vehicle passes the point of inflection of the curvature of the target trajectory, in a case where at least one of a vehicle speed, an acceleration / deceleration, or a steering angle is compared using the same running condition, a second reference point is set in such a way that a second distance as a distance from the current position of the vehicle after the vehicle passes the point of inflection to the second reference point set on the target trajectory is greater than a first distance as a distance from the current position of the vehicle before the vehicle passes the point of inflection to the first reference point, and a target steering angle is set based on a curvature of a circular arc set in such a way that the current position of the vehicle after the vehicle passes the point of inflection and the second reference point pass through the circular arc, a steering angle is controlled based on the target steering angle.

2. The control device of the vehicle according to claim 1, characterized in that the processor sets the first reference point and the second reference point at positions of the vehicle on the target trajectory that are assumed to be reached after predetermined unit times, and a value of a second unit time used after the vehicle passes the point of inflection is greater than a value of a first unit time used before the vehicle passes the point of inflection.

3. The control device of the vehicle according to claim 1, characterized in that the processor sets the first reference point or the second reference point using a coefficient set in such a way that the second distance is greater than the first distance in a case where at least one of before the vehicle passes the point of inflection or after the vehicle passes the point of inflection, at least one of the first reference point or the second reference point is set.

4. The control device of the vehicle according to claim 1, characterized in that the processor sets the first reference point or the second reference point by adding or subtracting a predetermined distance set in such a way that the second distance is greater than the first distance in a case where at least one of before the vehicle passes the point of inflection or after the vehicle passes the point of inflection, at least one of the first reference point or the second reference point is set.

5. The control device of the vehicle according to claim 3, characterized in that the processor sets the first reference point or the second reference point based on positions of the vehicle on the target trajectory that are assumed to be reached after predetermined unit times.

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