Vehicle control device

Abstract

The vehicle control device of the embodiment includes: an acquisition unit that acquires a target steering angle when steering control of a vehicle is performed and data of an actual steering angle calculated based on data of a prescribed sensor; a calculation unit that calculates a residual steering angle based on a difference between the target steering angle and the actual steering angle; a determination unit that determines a target steering angular velocity based on upper limit steering angular velocity relationship information in which the smaller the residual steering angle, the smaller the upper limit steering angular velocity is set, and the residual steering angle calculated by the calculation unit; and a control unit that controls steering based on the target steering angular velocity.

Description

Technical Field

[0001] Embodiments of the present invention relate to vehicle control devices. Background Technology

[0002] Technology for enabling vehicles to travel along a target path has been under development for some time. This includes vehicle steering control, such as implementing feedback control based on the target steering angle (target steering control angle) and the actual steering angle.

[0003] In this case, because the steering control is performed periodically, the target steering angle will change discretely (stepwise). There is a problem that the actual steering angle repeatedly overshoots and undershoots relative to the target steering angle, and the deviation between the target steering angle and the actual steering angle does not converge, resulting in vibration of the actual steering angle.

[0004] To address this problem, existing technologies exist, such as PID control, which is a type of feedback control. By setting an upper limit on the integral value of the deviation between the target steering angle and the actual steering angle, a certain degree of improvement can be achieved.

[0005] Existing technical documents

[0006] Patent documents

[0007] Patent Document 1: Japanese Patent Application Publication No. 2013-112187 Summary of the Invention

[0008] The problem that the invention aims to solve

[0009] However, in the aforementioned prior art, since the deviation between the actual steering angle and the target steering angle suddenly becomes 0 when they coincide, the target steering angle acceleration sometimes changes drastically. In this case, since the actual steering angle acceleration also changes drastically, it is not a preferred solution from the perspectives of occupant comfort and the load on the steering control actuator.

[0010] Therefore, the present invention was made in view of the above circumstances, and its objective is to provide a vehicle control device that can avoid abrupt changes in the actual steering angle acceleration when the actual steering angle coincides with the target steering angle during vehicle steering control.

[0011] Technical solutions to the problem

[0012] To address the aforementioned issues, the vehicle control device according to the embodiment includes: an acquisition unit that acquires data of a target steering angle and an actual steering angle calculated based on data from a predetermined sensor when steering control of the vehicle is performed; a calculation unit that calculates a remaining steering angle based on the difference between the target steering angle and the actual steering angle; a determination unit that determines a target steering angular velocity based on upper limit steering angular velocity relationship information and the remaining angle calculated by the calculation unit, wherein the smaller the remaining angle in the upper limit steering angular velocity relationship information, the smaller the upper limit steering angular velocity is set; and a control unit that controls steering based on the target steering angular velocity.

[0013] Invention Effects

[0014] According to this structure, the target steering angle velocity can be determined by the relationship information of the upper limit steering angle velocity, which is set to a smaller upper limit steering angle velocity as the remaining angle is smaller, and the remaining angle calculated by the calculation unit when the vehicle steering control is performed, thereby avoiding the abrupt change of the actual steering angle acceleration when the actual steering angle coincides with the target steering angle. Attached Figure Description

[0015] Figure 1 This is an exemplary perspective view showing a portion of the vehicle's interior in the embodiment being viewed from a distance.

[0016] Figure 2 This is an exemplary top view (overhead view) of the vehicle according to the implementation method.

[0017] Figure 3 This is an example of a vehicle dashboard viewed from the rear of the vehicle, according to an embodiment of the implementation.

[0018] Figure 4 This is an exemplary block diagram of the structure of a vehicle control system according to an implementation method.

[0019] Figure 5 This is a functional structure diagram of the ECU in the implementation method.

[0020] Figure 6 It is a graph showing the relationship between the upper limit steering angular velocity of the first method and the second method in the implementation.

[0021] Figure 7 It is a graph showing the time transition of the steering angle, etc., of the first method of the prior art and its implementation.

[0022] Figure 8 It is a graph showing the time progression of the target steering angular velocity, etc., determined according to the first method and the second method in the implementation method, respectively.

[0023] Figure 9This is a flowchart illustrating the processing performed by the vehicle control system in the implementation method. Detailed Implementation

[0024] Exemplary embodiments of the present invention are disclosed below. The configuration of the embodiments shown below, as well as the effects, results, and outcomes arising from such configurations, are examples. The present invention can also be implemented using structures other than those disclosed in the following embodiments, and at least one of various effects and derived effects based on the basic structure can be obtained.

[0025] The vehicle 1 in this embodiment can be, for example, an automobile powered by an internal combustion engine (not shown), i.e., an internal combustion engine vehicle; or an automobile powered by an electric motor (not shown), i.e., an electric vehicle, a fuel cell vehicle, etc.; or a hybrid vehicle powered by both; or an automobile equipped with other drive sources. Furthermore, the vehicle 1 can be equipped with various transmission devices, as well as various devices, systems, and components required to drive the internal combustion engine and electric motor. Additionally, the method, number, and layout of the devices related to the drive of the wheels 3 in the vehicle 1 can be configured in various ways.

[0026] Figure 1 This is an exemplary perspective view showing a portion of the vehicle's interior in the embodiment being viewed from a distance. Figure 2 This is an exemplary top view (overhead view) of the vehicle according to the implementation method.

[0027] like Figure 1 As shown, the vehicle body 2 constitutes a passenger compartment 2a (not shown). Inside the passenger compartment 2a, facing the driver's seat 2b, there are a steering unit 4, an acceleration control unit 5, a braking control unit 6, and a transmission control unit 7.

[0028] Steering unit 4 is, for example, a steering wheel protruding from the instrument panel 24. Acceleration control unit 5 is, for example, an accelerator pedal located under the driver's feet. Braking control unit 6 is, for example, a brake pedal located under the driver's feet. Shift control unit 7 is, for example, a gear lever protruding from the center console. However, steering unit 4, acceleration control unit 5, braking control unit 6, and shift control unit 7 are not limited to these.

[0029] In addition, a display device 8 serving as a display output unit and a sound output device 9 serving as a sound output unit are provided in the passenger compartment 2a. The display device 8 is, for example, an LCD (liquid crystal display) or an OELD (organic electroluminescent display). The sound output device 9 is, for example, a speaker. Furthermore, the display device 8 is covered by a transparent operation input section 10, such as a touch panel. Occupants can visually view the image displayed on the screen of the display device 8 through the operation input section 10. In addition, occupants can perform operation input by touching, pressing, or moving the operation input section 10 at the position corresponding to the image displayed on the screen of the display device 8.

[0030] These display devices 8, sound output devices 9, operation input units 10, etc., are, for example, installed on a monitoring device 11 located in the center of the dashboard 24 in the vehicle width direction, i.e., the left-right direction. The monitoring device 11 may have operation input units (not shown), such as switches, dials, joysticks, and buttons. Additionally, sound output devices (not shown) may be installed in other locations within the vehicle compartment 2a, different from the monitoring device 11. Furthermore, sound can be output from the sound output device 9 of the monitoring device 11 and other sound output devices. Furthermore, the monitoring device 11 may, for example, also function as a navigation system and an audio system.

[0031] In addition, a display device 12, which is different from the display device 8, is installed in the compartment 2a (see reference). Figure 3 ). Figure 3 This is an example diagram of a vehicle's dashboard as viewed from the rear of the vehicle, according to an embodiment of the implementation. Figure 3 As shown, the display device 12 is, for example, installed on the instrument panel 25 of the instrument panel 24, and is located approximately in the center of the instrument panel 25 between the speed display 25a and the tachometer display 25b. The screen size of the display device 12 is larger than that of the display device 8. Figure 1 The size of the display device 12 is small. This display device 12 primarily displays images representing information related to the driving control of the vehicle 1 (e.g., parking assist control). The amount of information displayed on the display device 12 can be less than the amount of information displayed on the display device 8. The display device 12 is, for example, an LCD (Liquid Crystal Display), an OELD (Organic Electroluminescent Display), etc. Alternatively, the information displayed by the display device 12 can also be displayed on the display device 8.

[0032] In addition, such as Figure 1 as well as Figure 2As illustrated, vehicle 1 is, for example, a four-wheeled automobile, having two front wheels 3F on the left and right and two rear wheels 3R ​​on the left and right. All four wheels 3 are configured to be steerable.

[0033] Figure 4 This is an exemplary block diagram of the structure of a vehicle control system according to an implementation method. Figure 4 As illustrated, vehicle 1 has an EPS13 (Electric Power Steering) system for steering at least two wheels 3. The EPS13 includes an actuator 13a and a torque sensor 13b. The EPS13 is electrically controlled by an ECU14 (electronic control unit) or similar device to activate the actuator 13a. In the following description, the EPS13 refers to an electric power steering system, SBW (steer-by-wire) system, etc. The EPS13 uses the actuator 13a to apply torque, i.e., auxiliary torque, to the steering unit 4 to supplement the steering force, or uses the actuator 13a to steer the wheels 3. In this case, the actuator 13a can steer one wheel 3 or multiple wheels 3. Additionally, the torque sensor 13b detects, for example, the torque applied by the driver to the steering unit 4.

[0034] In addition, such as Figure 2 As illustrated, the vehicle body 2 is provided with a plurality of camera units 15, for example, four camera units 15a to 15d. Each camera unit 15 is, for example, a digital camera with a built-in imaging element such as a CCD (charge-coupled device) or a CIS (CMOS image sensor). Each camera unit 15 is capable of outputting moving image data at a specified frame rate. Each camera unit 15 has a wide-angle lens or a fisheye lens, enabling it to capture images in a horizontal direction, for example, a range of 140° to 190°.

[0035] Camera unit 15a is located, for example, at the rear end 2e of the vehicle body 2, and is installed on the wall below the trunk door 2h. Camera unit 15b is located, for example, at the right end 2f of the vehicle body 2, and is installed on the right side door mirror 2g. Camera unit 15c is located, for example, at the front end 2c of the vehicle body 2, i.e., at the front side in the vehicle's longitudinal direction, and is installed on the front bumper, etc. Camera unit 15d is located, for example, at the left end 2d of the vehicle body 2, i.e., at the left side in the vehicle width direction, and is installed on the left side door mirror 2g, which is a protruding part on the left side. ECU 14 can perform arithmetic processing and image processing based on the image data captured by the plurality of camera units 15 to generate an image with a wider field of view, or to generate a virtual overhead image (top view image) of the vehicle 1 viewed from above.

[0036] In addition, the ECU14 identifies the markings and other markings on the road surface around the vehicle 1 based on the image from the camera unit 15, and detects (extracts) the parking area indicated by the markings and other markings.

[0037] In addition, such as Figure 1 and Figure 2 As illustrated, the vehicle body 2 is provided with a plurality of ranging units 16 and 17, for example, four ranging units 16a to 16d and eight ranging units 17a to 17h. The ranging units 16 and 17 are, for example, sonar that emits ultrasonic waves to capture their reflected waves. Sonar can also be called a sonar sensor or an ultrasonic detector. The ECU 14 can determine the presence of obstacles or other objects around the vehicle 1 and the distance to those objects based on the detection results of the ranging units 16 and 17.

[0038] In addition, such as Figure 4 As illustrated, in the vehicle control system 100 that enables the vehicle to travel along the target path, in addition to the ECU 14, monitoring device 11, EPS 13, distance measuring unit 16, 17, etc., the braking system 18, steering angle sensor 19, accelerator sensor 20, shift sensor 21, wheel speed sensor 22, etc. are electrically connected via the in-vehicle network 23, which serves as an electrical communication line.

[0039] The in-vehicle network 23 is configured, for example, as a CAN (controller area network). The ECU 14 can send control signals through the in-vehicle network 23 to control the EPS 13, braking system 18, etc. In addition, the ECU 14 can receive detection results from torque sensor 13b, brake sensor 18b, steering angle sensor 19, distance measuring unit 16, distance measuring unit 17, accelerometer sensor 20, shift sensor 21, wheel speed sensor 22, etc., and operation signals from operation input unit 10, etc., via the in-vehicle network 23.

[0040] like Figure 4 As shown, the ECU14 may include, for example, a CPU14a (central processing unit), a ROM14b (read-only memory), a RAM14c (random access memory), a display control unit 14d, a sound control unit 14e, and an SSD14f (solid state drive).

[0041] CPU 14a can perform various operations and controls, such as image processing associated with images displayed on display devices 8 and 12, determining the moving target position of vehicle 1, calculating the moving path of vehicle 1, determining whether there is interference with objects, automatic control of vehicle 1, and deactivation of automatic control. CPU 14a can read programs installed and stored in non-volatile storage devices such as ROM 14b and perform operations according to the programs.

[0042] RAM 14c temporarily stores various data used in the operations of CPU 14a. Additionally, the display control unit 14d primarily performs image processing using image data captured by the camera unit 15 and synthesizing image data displayed by display devices 8 and 12 during the ECU 14's processing. Furthermore, the sound control unit 14e primarily processes sound data output by the sound output device 9 during the ECU 14's processing. Finally, the SSD 14f is a rewritable, non-volatile storage unit capable of storing data even when the power to the ECU 14 is disconnected.

[0043] Furthermore, CPU14a, ROM14b, RAM14c, etc., can be integrated into the same package. Alternatively, ECU14 can replace CPU14a with other logic processors such as DSP (digital signal processor) or logic circuits. Additionally, HDD (hard disk drive) can replace SSD14f; SSD14f and HDD can also be separate from ECU14.

[0044] Braking system 18 may include, for example, ABS (anti-lock brake system) to prevent brake lock-up, ESC (electronic stability control) to prevent skidding of vehicle 1 during cornering, electric braking system to enhance braking force (perform brake assist), BBW (brake by wire), etc. Braking system 18 applies braking force to wheels 3 and vehicle 1 using actuator 18a.

[0045] Furthermore, the braking system 18 can detect brake locking, wheel spin, and signs of sideslip based on the rotational difference between the left and right wheels 3, thereby performing various controls. The brake sensor 18b is, for example, a sensor that detects the position of the movable part of the brake operating unit 6. The brake sensor 18b can detect the position of the brake pedal, which is the movable part of the brake operating unit 6. The brake sensor 18b includes a displacement sensor.

[0046] The steering angle sensor 19 is, for example, a sensor that detects the amount of steering of the steering unit 4, such as the steering wheel. The steering angle sensor 19 is constructed, for example, using a Hall element. The ECU 14 obtains the amount of steering of the steering unit 4 by the driver, the amount of steering of each wheel 3 during automatic steering, etc., from the steering angle sensor 19, and performs various controls accordingly. In addition, the steering angle sensor 19 detects the rotation angle of the rotating parts included in the steering unit 4.

[0047] The accelerometer sensor 20 is, for example, a sensor that detects the position of the movable part of the acceleration operation unit 5. The accelerometer sensor 20 is capable of detecting the position of the accelerometer pedal, which is the movable part of the acceleration operation unit 5. The accelerometer sensor 20 includes a displacement sensor.

[0048] The shift sensor 21 is, for example, a sensor that detects the position of the movable part of the shift control unit 7. The shift sensor 21 can detect the position of levers, arms, buttons, etc., which are movable parts of the shift control unit 7. The shift sensor 21 may include a displacement sensor or be configured as a switch.

[0049] Wheel speed sensor 22 is a sensor that detects the amount of rotation of wheel 3, specifically its rotational speed per unit time. Wheel speed sensor 22 outputs the number of wheel speed pulses representing the detected rotational speed as a sensor value. ECU 14 uses the sensor value obtained from wheel speed sensor 22 to calculate the amount of movement of vehicle 1 and perform various controls. Furthermore, wheel speed sensor 22 is sometimes also installed on braking system 18. In this case, ECU 14 obtains the detection result from wheel speed sensor 22 through braking system 18.

[0050] Furthermore, the structure, configuration, and electrical connection methods of the various sensors and actuators mentioned above are just one example, and various settings (changes) can be made.

[0051] In this embodiment, the ECU14 performs at least a portion of its functions as a vehicle control device through hardware and software (control program) collaboration.

[0052] Figure 5 This is a functional structure diagram of the ECU 14 in the embodiment. As a functional structure, the ECU 14 includes an acquisition unit 141, an estimation unit 142, a calculation unit 143, a determination unit 144, and a control unit 145.

[0053] The acquisition unit 141 acquires various information from various sensors and various storage units. For example, the acquisition unit 141 acquires data such as the target steering angle during vehicle 1 steering control and the actual steering angle calculated based on data from specified sensors. The target steering angle is calculated, for example, based on a target curvature and a curvature / steering angle mapping related to the curved portion of the target path. A curvature / steering map is pre-created using information representing the relationship between the target curvature and the steering angle.

[0054] The estimation unit 142 performs various estimation processes. For example, the estimation unit 142 uses the most recent position information of vehicle 1, the detection results of wheel speed sensor 22, etc., to estimate the current position of vehicle 1.

[0055] The calculation unit 143 performs various calculation processes. For example, the calculation unit 143 calculates the remaining steering angle based on the difference between the target steering angle and the actual steering angle.

[0056] The determination unit 144 performs various determination processes. For example, the determination unit 144 determines the target steering angular velocity based on the upper limit steering angular velocity relationship information and the remaining angle calculated by the calculation unit 143.

[0057] here, Figure 6 This is a graph showing the relationship between the upper limit steering angular velocity of the first and second methods in the implementation. Curve G61 sets the upper limit steering angular velocity in the first method to decrease as the remaining angle decreases. Curve G61 can be determined, for example, by the relationship "upper limit steering angular velocity" = √{"coefficient" × ("target steering angle" - "actual steering angle")}. However, the relationship information of the upper limit steering angular velocity is not limited to this; it can be determined by other methods as long as the condition that the upper limit steering angular velocity also decreases as the remaining angle decreases is met. Furthermore, in curve G61, the upper limit steering angular velocity is set to be below a predetermined upper limit steering angular velocity threshold for all remaining angles. In addition, the aforementioned coefficient can also be determined based on the target steering angular acceleration.

[0058] Furthermore, curves G62 and G63 represent the upper limit steering angular velocity in the second method. In curve G62, the remaining angle and the upper limit steering angular velocity are set proportionally within the range of the remaining angle from 0 degrees to a specified angle (the angle corresponding to point P2). Additionally, curve G63 to the right of point P2 is formed with the same shape as the curve to the right of point P1 in curve G61. Moreover, curves G62 and G63 are smoothly connected at point P2. That is, the slope of curve G63 at point P2 is the same as the slope of curve G62.

[0059] return Figure 5 The control unit 145 performs various controls. For example, when driving the vehicle 1 along a target path, the control unit 145 performs feedback control on the steering based on the target steering angular velocity in the vehicle's steering control.

[0060] In addition to the aforementioned functional structures, ECU14 may also include, for example, a filtering processing unit and a protection processing unit.

[0061] The filtering processing unit, for example, performs averaging (low-pass filtering) on ​​the target steering angle corresponding to the target steering angular velocity. Through this averaging process, noise is removed, and the steering angle change becomes smooth.

[0062] The protection processing unit performs protection processing on the target steering angle output from the filtering processing unit to ensure that it does not exceed the preset maximum steering angle.

[0063] Figure 7 This is a graph showing the time-varying steering angles of the prior art and the first method of the implementation. In (a), curve G1 is the target steering angle, which varies through feedback control during vehicle operation. Curve G2 is the actual steering angle in the prior art. Curve G3 is the actual steering angle in the first method of the implementation.

[0064] In (b), curve G12 is the target steering angular velocity in the prior art. Curve G13 is the target steering angular velocity in the first method of the implementation.

[0065] In (c), curve G22 is the target steering angle acceleration in the prior art. Curve G23 is the target steering angle acceleration in the case of the first method of the embodiment.

[0066] In the existing technology, at time t2, the actual steering angle (curve G2) is consistent with the target steering angle (curve G1). At this time, the deviation between the two suddenly becomes 0, so the target steering angle acceleration (curve G22) changes drastically. In this case, since the actual steering angle acceleration also changes drastically, it is not a preferred solution from the perspective of passenger comfort and the load on the steering control actuator.

[0067] On the other hand, in the first method of this embodiment, the upper limit steering angular velocity relationship information is used, where the smaller the remaining angle, the smaller the upper limit steering angular velocity is set. Figure 6 The target steering angular velocity is determined by curve G61. Therefore, starting from time t1, before the actual steering angle (curve G3) coincides with the target steering angle (curve G1), the target steering angular velocity (curve G13) begins to decrease. Consequently, during the period from time t1 to time t3, the change in target steering angular acceleration (curve G23) is smaller compared to that in the prior art. Therefore, the change in actual steering angular acceleration following the target steering angular acceleration (curve G23) is also smaller, making it a preferred option considering occupant comfort and the load on the steering control actuator.

[0068] However, because steering control is performed periodically, the target steering angle varies discretely (stepwise). In the first method, especially in the range where the remaining distance is close to 0, the degree of variation in steering angular velocity and steering angular acceleration, while smaller than in the prior art, is sometimes not small enough. A second method further improves upon this. Figure 6 (Curves G62 and G63). That is, as mentioned above, in curve G62, the remaining angle and the upper limit steering angular velocity are set to a proportional relationship in the range of the remaining angle from 0 degrees to a specified angle (the angle corresponding to point P2).

[0069] Figure 8 This is a graph showing the time progression of the target steering angular velocity, etc., determined according to the first and second methods in the embodiments, respectively. In (a), curve G41 is the actual steering angle of the first method. Curve G42 is the actual steering angle of the second method.

[0070] In (b), curve G51 represents the target steering angular velocity of the first method. Curve G52 represents the target steering angular velocity of the second method. The upper limit steering angular velocity relationship information for the first method ( Figure 6 Curve G61 does not have the upper limit steering angular velocity relationship information of curve G62 as in the second method. Figure 6 The proportional relationship in that way.

[0071] Additionally, in (c), curve G71 represents the target steering angular acceleration of the first method, and curve G72 represents the target steering angular acceleration of the second method.

[0072] In the first method, the target steering angular velocity (curve G51) varies considerably, particularly at time t12, which is the time period from t11 to t13 when the remaining steering angle is relatively small. Furthermore, from time t12 to t13, the target steering angular acceleration (curve G71) is below the lower limit of the target steering angular acceleration.

[0073] On the other hand, in the second method, since there is a proportional relationship component in the upper limit steering angular velocity relationship information ( Figure 6 Therefore, from time t11 to time t13, the change in the target steering angular velocity (curve G52) is relatively small. In addition, the target steering angular acceleration (curve G72) is not lower than the lower limit of the target steering angular acceleration.

[0074] Figure 9 This is a flowchart illustrating the processing performed by the vehicle control system in the embodiment. This processing is the process of performing steering control on vehicle 1.

[0075] First, in step S1, the acquisition unit 141 acquires data of the target steering angle and the actual steering angle calculated based on data from a specified sensor.

[0076] Then, in step S2, the calculation unit 143 calculates the remaining steering angle based on the difference between the target steering angle and the actual steering angle.

[0077] Then, in step S3, the determining unit 144 determines the relationship information based on the upper limit steering angular velocity ( Figure 6 The target steering angular velocity is determined by the remaining angle calculated in step S2.

[0078] Then, in step S4, the control unit 145 controls the steering based on the target steering angular velocity.

[0079] Thus, according to this embodiment, when performing steering control of vehicle 1, the upper limit steering angular velocity relationship information is based on setting a smaller upper limit steering angular velocity as the remaining angle decreases. Figure 6 The target turning angular velocity is determined by the remaining angle calculated by the calculation unit 143.

[0080] This avoids drastic changes in actual steering angle acceleration when the actual steering angle coincides with the target steering angle, making it a preferred solution from the perspective of passenger comfort and peace of mind. Furthermore, it reduces the load on the EPS13 (steering control actuator).

[0081] Additionally, regarding the relationship between the upper limit steering angular velocity and the upper limit ( Figure 6 In this system, the upper limit steering angular velocity can be set to be below the specified upper limit steering angular velocity threshold for all remaining angles, thereby avoiding the situation where the target steering angular velocity is too large regardless of the size of the remaining angle.

[0082] Furthermore, in the second method, it is possible to set a proportional relationship portion in the upper limit steering angular velocity relationship information. Figure 6 (Curve G62) further reduces the degree of change in steering angular velocity and steering angular acceleration within the range where the remaining distance is close to 0.

[0083] Furthermore, the program executing in vehicle 1 can also be provided as a computer program product as an installable or executable file stored on computer-readable storage media such as CD-ROM (Compact Disc Read-Only Memory), CD-R (Compact Disc-Recordable), memory card, DVD (Digital Versatile Disk), or floppy disk (FD). Alternatively, the program can be stored on a computer connected to a network such as the Internet and provided via network download. Additionally, the program can be provided or distributed via networks such as the Internet.

[0084] The embodiments of the present invention have been described above, but these embodiments are merely examples and do not limit the scope of the invention. This new embodiment can be implemented in various other ways, and various omissions, substitutions, and modifications can be made without departing from the spirit of the invention. This embodiment and its variations are included within the scope or spirit of the invention, and are also included within the scope of the invention as described in the claims and its equivalents.

[0085] [Summary of this implementation method]

[0086] This embodiment has at least the following structure.

[0087] The vehicle control device includes: an acquisition unit that acquires data of a target steering angle and an actual steering angle calculated based on data from a specified sensor when steering control of the vehicle is performed; a calculation unit that calculates a remaining steering angle based on the difference between the target steering angle and the actual steering angle; a determination unit that determines a target steering angle based on upper limit steering angle velocity relationship information, which sets a smaller upper limit steering angle velocity as the remaining angle is smaller, and the remaining angle calculated by the calculation unit; and a control unit that controls steering based on the target steering angle velocity.

[0088] This structure avoids drastic changes in actual steering angle acceleration when the actual steering angle coincides with the target steering angle. Therefore, it is the preferred solution from the perspective of passenger comfort and peace of mind.

[0089] In addition, in the upper limit steering angular velocity relationship information, the upper limit steering angular velocity is set to be below a specified upper limit steering angular velocity threshold.

[0090] This structure avoids situations where the target turning angular velocity is too large regardless of the remaining angle.

[0091] In addition, in the upper limit steering angular velocity relationship information, the remaining angle and the upper limit steering angular velocity are set to a proportional relationship in the range of the remaining angle from 0 degrees to a specified angle.

[0092] With this structure, the degree of variation in steering angular velocity and steering angular acceleration can be further reduced within a range where the remaining distance is close to 0.

[0093] Furthermore, the effects of dependent claims and embodiments are additional effects that differ from the effects of independent claims.

[0094] Explanation of reference numerals in the attached figures

[0095] 1…Vehicle, 10…Operation input unit, 11…Monitoring device, 12…Display device, 13…EPS, 14…ECU, 100…Vehicle control system, 141…Acquisition unit, 142…Estimation unit, 143…Calculation unit, 144…Determination unit, 145…Control unit.

Claims

1. A vehicle control device, wherein, The vehicle control device includes: The acquisition unit acquires data of the target steering angle and the actual steering angle calculated based on data from specified sensors when performing vehicle steering control. The calculation unit calculates the remaining steering angle based on the difference between the target steering angle and the actual steering angle; The determining unit determines the target steering angular velocity based on the upper limit steering angular velocity relationship information and the remaining angle calculated by the calculation unit. In the upper limit steering angular velocity relationship information, the smaller the remaining angle, the smaller the upper limit steering angular velocity is set. as well as The control unit controls the steering based on the target steering angular velocity.

2. The vehicle control device according to claim 1, wherein, In the upper limit steering angular velocity relationship information, the upper limit steering angular velocity is set to be below a specified upper limit steering angular velocity threshold.

3. The vehicle control device according to claim 1, wherein, In the information regarding the relationship between the upper limit steering angular velocity and the upper limit steering angular velocity, the remaining angle and the upper limit steering angular velocity are set to a proportional relationship within the range of the remaining angle from 0 degrees to a specified angle.

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