Vehicle control device and vehicle control program

Abstract

To provide a vehicle control device and a vehicle control program which improve accuracy of steering control.SOLUTION: A vehicle control device 70 comprises: an acquisition section 91 that acquires a target curvature, which is the curvature of a target trajectory; an actual curvature calculation section 92 that calculates an actual curvature, which is the curvature of a vehicle's travel trajectory; an indicated steering angle calculation section 93 that calculates an indicated steering angle, which increases as the target curvature increases; and an indicated steering angle correction section 94 that corrects the indicated steering angle through feedback control based on the target curvature and the actual curvature when the target curvature is equal to or greater than a curvature determination value, and does not correct the indicated steering angle through feedback control based on the target curvature and the actual curvature when the target curvature is less than the curvature determination value.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a vehicle control device and a vehicle control program. [Background technology]

[0002] Patent Document 1 describes a vehicle control device that controls the steering angle of a vehicle to make the vehicle travel along a target trajectory. The vehicle control device determines the steering angle of the vehicle based on a target curvature, which is the curvature of the target trajectory, and vehicle characteristics such as a wheelbase. The vehicle control device then performs steering control of the vehicle based on the determined steering angle. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2022-149546 A Summary of the Invention [Problem to be solved by the invention]

[0004] The above-described vehicle control device has room for improvement in terms of improving the accuracy of steering control. [Means for solving the problem]

[0005] A vehicle control device that solves the above problem is a vehicle control device that assists the vehicle in driving along a target trajectory by outputting a command steering angle to a steering device that adjusts the steering angle of the wheels, and includes a target curvature acquisition unit that acquires a target curvature, which is the curvature of the target trajectory, a command steering angle calculation unit that calculates the command steering angle so that the command steering angle becomes larger as the target curvature becomes larger, an actual curvature calculation unit that calculates an actual curvature, which is the curvature of the vehicle's driving trajectory, and a command steering angle modification unit that, when the target curvature is equal to or greater than a curvature judgment value, modifies the command steering angle by feedback control based on the target curvature and the actual curvature so that the actual curvature approaches the target curvature, and, when the target curvature is less than the curvature judgment value, does not modify the command steering angle by the feedback control.

[0006] A vehicle control program that solves the above problem is a vehicle control program that assists the vehicle in traveling along a target trajectory by outputting a command steering angle to a steering device that adjusts the steering angle of the wheels, and causes a control device of the vehicle to execute a target curvature acquisition process that acquires a target curvature, which is the curvature of the target trajectory, a command steering angle calculation process that calculates the command steering angle so that the command steering angle becomes larger as the target curvature becomes larger, an actual curvature calculation process that calculates an actual curvature, which is the curvature of the traveling trajectory of the vehicle, and a command steering angle correction process that, when the target curvature is equal to or greater than a curvature judgment value, corrects the command steering angle by feedback control based on the target curvature and the actual curvature so that the actual curvature approaches the target curvature, and, when the target curvature is less than the curvature judgment value, does not correct the command steering angle by the feedback control. Effect of the Invention

[0007] The vehicle control device and the vehicle control program can improve the accuracy of steering control. [Brief description of the drawings]

[0008] [Figure 1] FIG. 1 is a schematic diagram of a vehicle equipped with a vehicle control device. [Diagram 2] FIG. 2 is a schematic diagram showing a target trajectory of a vehicle during automatic parking. [Diagram 3]FIG. 3 is a map showing the relationship between the vehicle speed and the curvature judgment value. [Figure 4] FIG. 4 is a flowchart showing the flow of the process executed by the vehicle control device. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] An embodiment of a vehicle control device and a vehicle control program will be described below. <Configuration of this embodiment> As shown in FIG. 1, a vehicle 10 includes front wheels 21, 22, rear wheels 23, 24, a drive device 30, a steering device 40, a detection system 50, a driving assistance device 60, and a vehicle control device .

[0010] <Drive unit and steering unit> The drive device 30 includes a motor generator 31 that generates a drive force for the wheels 21-24, and a drive control unit 32 that controls the motor generator 31. The drive control unit 32 is an electronic control unit having a CPU and a memory. The drive control unit 32 controls the motor generator 31 based on a command drive force output from the vehicle control device 70. The power of the motor generator 31 is then transmitted to the wheels 21-24, causing the vehicle 10 to run.

[0011] The steering device 40 includes a steering actuator 41 that adjusts the steering angle of the two front wheels 21, 22, and a steering control section 42 that controls the steering actuator 41. The steering control section 42 is an electronic control device having a CPU and a memory. The steering control section 42 controls the steering actuator 41 based on a command steering angle output from the vehicle control device 70. Then, when the steering angle of the front wheels 21, 22 is adjusted by the output of the steering actuator 41, the vehicle 10 becomes able to turn. In this embodiment, of the multiple wheels 21-24, the front wheels 21, 22 correspond to the steered wheels.

[0012] <Detection system> The detection system 50 detects the state of the vehicle 10 that changes while the vehicle 10 is traveling. The detection system 50 has a steering angle sensor 51, a plurality of wheel speed sensors 52, and a yaw rate sensor 53 as a plurality of sensors that detect the state of the vehicle 10. These sensors 51 to 53 output signals according to the detection results to the vehicle control device 70.

[0013] The steering angle sensor 51 detects the steering angle of the front wheels 21, 22. The multiple wheel speed sensors 52 correspond to the multiple wheels 21-24, respectively. The multiple wheel speed sensors 52 individually detect the rotation speeds of the multiple wheels 21-24 as wheel speeds. The yaw rate sensor 53 detects the yaw rate of the vehicle 10.

[0014] <Driving assistance device> The driving assistance device 60 is an electronic control device having a CPU and a memory. In the driving assistance device 60, the CPU executes programs stored in the memory to realize various driving assistance functions. The driving assistance functions are functions that assist the driver in driving the vehicle 10. The driving assistance functions include, for example, automatic parking, lane keep assist, and adaptive cruise control. In the following description, automatic parking will be described in detail.

[0015] As shown in FIG. 2, automatic parking automatically parks the vehicle 10 in the parking area AR by turning the vehicle 10 while moving it backward. The driving support device 60 starts automatic parking control when there is a request to perform automatic parking from the driver or the like. In the automatic parking control, the driving support device 60 generates a target trajectory TR from the current position P1 of the vehicle 10 to a target position P2 set in the parking area AR. The target trajectory TR is an ideal turning trajectory when moving the vehicle 10 from the current position P1 to the target position P2. If an obstacle exists between the current position P1 and the target position P2, it is preferable that the target trajectory TR is generated so as to avoid the obstacle. Next, the driving support device 60 generates a target curvature, which is the curvature of the target trajectory TR. Then, the driving support device 60 outputs the target curvature to the vehicle control device 70.

[0016] In the following description, the curvature of the travel path when the vehicle 10 turns right is taken as positive, and the curvature of the travel path when the vehicle 10 turns left is taken as negative. In other words, when the target trajectory TR curves to the right as it moves forward, the target curvature is a positive value, and when the target trajectory TR curves to the left as it moves forward, the target curvature is a negative value. In addition, when the target trajectory TR is a straight trajectory moving forward, the target curvature is "0". Note that the relationship between the left-right direction of the vehicle 10 and the positive and negative values ​​of the target curvature may be reversed.

[0017] <Vehicle control device> As shown in Fig. 1, the vehicle control device 70 includes a processing circuit 80. The processing circuit 80 is, for example, an electronic control device having a CPU 81 and a memory 82. The memory 82 stores a vehicle control program executed by the CPU 81. The CPU 81 executes the vehicle control program, whereby the processing circuit 80 controls the drive device 30 and the steering device 40. The vehicle control program is a program targeted at the control device of the vehicle 10.

[0018] <Functional configuration of the processing circuit> The processing circuit 80 functions as an acquisition unit 91, an actual curvature calculation unit 92, a command steering angle calculation unit 93, a command steering angle correction unit 94, and a steering angle command unit 95, as a result of the CPU 81 executing the vehicle control program. These will be described in detail below.

[0019] <Acquisition part> The acquisition unit 91 acquires the target curvature output from the driving support device 60. The acquisition unit 91 also acquires state variables of the vehicle 10 based on the detection signal output from the detection system 50. In detail, the acquisition unit 91 acquires the steering angle of the front wheels 21, 22 based on the detection result of the steering angle sensor 51, and acquires the yaw rate of the vehicle 10 based on the detection result of the yaw rate sensor 53. The acquisition unit 91 also acquires the wheel speeds of the multiple wheels 21-24 based on the detection result of the wheel speed sensor 52. Furthermore, the acquisition unit 91 calculates the vehicle body speed based on the wheel speeds of the multiple wheels 21-24. The steering angle, yaw rate, and wheel speed are examples of state variables. The acquisition unit 91 corresponds to a "target curvature acquisition unit" and a "state variable acquisition unit."

[0020] <Actual curvature calculation section> The actual curvature calculation unit 92 calculates an actual curvature, which is the curvature of the travel path of the vehicle 10. In detail, the actual curvature calculation unit 92 calculates the actual curvature by dividing the yaw rate acquired by the acquisition unit 91 by the vehicle body speed.

[0021] Here, consider a case where the actual curvature calculated based on the yaw rate includes an error of 0.1% from the true curvature. In this case, if the turning radius of the vehicle 10 is 10 m, an error of 1 cm may occur in the radial direction perpendicular to the turning direction of the vehicle 10 when the vehicle 10 turns 90°. On the other hand, if the turning radius of the vehicle 10 is 2 m, an error of 0.2 cm may occur in the radial direction perpendicular to the turning direction of the vehicle 10 when the vehicle 10 turns 90°.

[0022] That is, when the turning radius of the vehicle 10 is large, the deviation between the actual curvature calculated based on the yaw rate and the true curvature becomes larger than when the turning radius of the vehicle 10 is small. In other words, when the turning radius of the vehicle 10 is large, the calculation accuracy of the actual curvature based on the yaw rate decreases compared to when the turning radius of the vehicle 10 is small. Since the turning radius of the vehicle 10 increases as the target curvature decreases, it can be said that the calculation accuracy of the actual curvature by the actual curvature calculation unit 92 decreases as the target curvature decreases.

[0023] In this embodiment, high calculation accuracy of the actual curvature means that the deviation between the calculated actual curvature and the true curvature is small, and does not mean that the value obtained by dividing the deviation by the actual curvature is small. Incidentally, when the vehicle 10 is automatically parked, the allowable amount of deviation between the target parking position and the actual parking position does not change regardless of the turning radius of the vehicle 10.

[0024] <Indicated steering angle calculation unit> The commanded steering angle calculation unit 93 calculates the commanded steering angle so that the commanded steering angle increases as the target curvature increases. For example, if the target curvature is a positive value, the commanded steering angle for turning the vehicle 10 to the right is calculated as a positive value. On the other hand, if the target curvature is a negative value, the commanded steering angle for turning the vehicle 10 to the left is calculated as a negative value. Furthermore, the commanded steering angle is calculated so that the absolute value of the commanded steering angle increases as the absolute value of the target curvature increases.

[0025] <Indicated rudder angle correction section> The commanded rudder angle correction unit 94 corrects the commanded rudder angle by feedback control based on the target curvature and the actual curvature so that the actual curvature approaches the target curvature. Specifically, the commanded rudder angle correction unit 94 corrects the commanded rudder angle by feedback control based on the deviation between the target curvature and the actual curvature. More specifically, the commanded rudder angle correction unit 94 calculates a feedback term based on the deviation between the target curvature and the actual curvature. Then, the commanded rudder angle correction unit 94 corrects the commanded rudder angle by adding the feedback term to the commanded rudder angle calculated by the commanded rudder angle calculation unit 93. The feedback control is, for example, PID control.

[0026] As described above, the smaller the target curvature is, the lower the calculation accuracy of the actual curvature is. Therefore, the commanded rudder angle correction unit 94 uses the curvature judgment value to determine whether the calculation accuracy of the actual curvature is high or not. For example, when the absolute value of the target curvature is equal to or greater than the curvature judgment value, the calculation accuracy of the actual curvature is deemed to be high. On the other hand, when the absolute value of the target curvature is less than the curvature judgment value, the calculation accuracy of the actual curvature is deemed to be low. Then, when the absolute value of the target curvature is equal to or greater than the curvature judgment value, the commanded rudder angle correction unit 94 corrects the commanded rudder angle by feedback control based on the deviation. On the other hand, when the absolute value of the target curvature is less than the curvature judgment value, the commanded rudder angle correction unit 94 does not correct the commanded rudder angle by feedback control based on the deviation.

[0027] As described above, the actual steering angle is calculated by dividing the yaw rate by the vehicle speed. Therefore, if the yaw rates are equal, the higher the vehicle speed, the smaller the actual steering angle. Therefore, if the yaw rate includes an error, the higher the vehicle speed, the smaller the effect of the yaw rate error on the magnitude of the actual steering angle. In other words, even if the yaw rate includes an error, if the vehicle speed is high, the yaw rate error is less likely to appear as the magnitude of the actual steering angle. Therefore, the command steering angle correction unit 94 uses a curvature judgment value corresponding to the vehicle speed when determining whether the absolute value of the target curvature is equal to or greater than the curvature judgment value.

[0028] Fig. 3 is a map showing the relationship between the vehicle speed and the curvature judgment value. As shown in Fig. 3, when the vehicle speed is high, the curvature judgment value is small, and when the vehicle speed is low, the curvature judgment value is large. The instruction steering angle correction unit 94 refers to the map shown in Fig. 3 and determines the curvature judgment value to be used for the judgment.

[0029] When comparing the case where the vehicle 10 turns right and the case where the vehicle 10 turns left, the turning behavior of the vehicle 10 may be slightly different even if the absolute values ​​of the steering angles of the front wheels 21, 22 are equal. For this reason, when the sign of the target curvature is reversed, it may be preferable not to perform feedback control immediately after the sign is reversed based on the control amount immediately before the sign is reversed. Therefore, when the sign of the target curvature is reversed, the command steering angle correction unit 94 does not correct the command steering angle by feedback control based on the deviation between the target curvature and the actual curvature.

[0030] <Steering angle indicator> The steering angle instruction unit 95 outputs an instruction steering angle to the steering control unit 42. If the instruction steering angle is a positive value, the steering angle of the front wheels 21, 22 is adjusted so that the vehicle 10 can turn to the right. On the other hand, if the instruction steering angle is a negative value, the steering angle of the front wheels 21, 22 is adjusted so that the vehicle 10 can turn to the left. Also, if the instruction steering angle is "0", the steering angle of the front wheels 21, 22 is adjusted so that the vehicle 10 can go straight.

[0031] <Processing contents of the processing circuit> The process executed by the processing circuit 80 to determine the command steering angle will be described with reference to Fig. 4. This process is repeatedly executed in a predetermined control cycle while the driving assistance device 60 is performing automatic parking control. This process is executed by the CPU 81 by executing a vehicle control program stored in the memory 82.

[0032] 4, the processing circuit 80 acquires the target curvature output from the driving support device 60 (S11). Next, the processing circuit 80 calculates the actual curvature by dividing the yaw rate by the vehicle body speed (S12). After that, the processing circuit 80 calculates the command steering angle proportional to the target curvature acquired in step S11 (S13).

[0033] The processing circuit 80 refers to a map as shown in Fig. 3 and acquires a curvature judgment value corresponding to the vehicle body speed (S14). Next, the processing circuit 80 judges whether the sign of the target curvature has been inverted (S15). For example, the processing circuit 80 may compare the sign of the target curvature acquired in the previous control cycle with the sign of the target curvature acquired in the current control cycle. If the sign of the target curvature has not been inverted (S15: NO), the processing circuit 80 judges whether the absolute value of the target curvature is equal to or greater than the curvature judgment value (S16).

[0034] If the absolute value of the target curvature is equal to or greater than the curvature judgment value (S16: YES), that is, if the calculation accuracy of the actual curvature is high, the processing circuit 80 corrects the command rudder angle calculated in step S13 by feedback control based on the deviation between the target curvature and the actual curvature (S17). Next, the processing circuit 80 outputs the command rudder angle to the steering control unit 42 (S18). After that, the processing circuit 80 ends this process.

[0035] On the other hand, if the sign of the target curvature is inverted in step S15 (S15: YES), the processing circuit 80 shifts the process to step S18. If the absolute value of the target curvature is less than the curvature judgment value in step S16 (S16: NO), that is, if the calculation accuracy of the actual curvature is low, the processing circuit 80 shifts the process to step S18.

[0036] In this embodiment, step S11 corresponds to "target curvature acquisition processing". Step S12 corresponds to "actual curvature calculation processing". Step S13 corresponds to "instructed rudder angle calculation processing". Step S17 corresponds to "instructed rudder angle correction processing". Moreover, the processing of step S11 is processing performed by the acquisition unit 91. The processing of step S12 is processing performed by the actual curvature calculation unit 92. The processing of step S13 is processing performed by the instructed rudder angle calculation unit 93. The processing of steps S14 to S17 is processing performed by the instructed rudder angle correction unit 94. The processing of step S18 is processing performed by the rudder angle instruction unit 95.

[0037] <Actions and Effects of the Present Embodiment> When automatically parking the vehicle 10, the vehicle control device 70 judges whether to implement feedback control based on the deviation between the target curvature and the actual curvature, based on the target curvature. If the target curvature is less than the curvature judgment value, the calculation accuracy of the actual curvature is deemed to be low. Therefore, if the calculation accuracy of the actual curvature is not high, it is difficult to say that the accuracy of the deviation calculated using the actual curvature is also high. Therefore, when the commanded steering angle is corrected by feedback control based on a deviation with low calculation accuracy, there is a risk that the deviation between the turning trajectory of the vehicle 10 and the target trajectory TR will be larger than when the commanded steering angle is not corrected by feedback control.

[0038] Therefore, when the target curvature is less than the curvature judgment value, the vehicle control device 70 does not correct the command steering angle by feedback control based on the deviation between the target curvature and the actual curvature. That is, the vehicle control device 70 can suppress the implementation of feedback control based on the deviation including an error for the command steering angle. This allows the vehicle control device 70 to suppress the deviation between the turning trajectory of the vehicle 10 and the target trajectory TR from becoming large. That is, the vehicle control device 70 can improve the accuracy of the steering control.

[0039] On the other hand, when the target curvature is larger than the curvature judgment value, the calculation accuracy of the actual curvature can be considered to be high. Therefore, when the target curvature is larger than the curvature judgment value, the vehicle control device 70 corrects the commanded steering angle by feedback control based on the deviation between the target curvature and the actual curvature. In other words, the vehicle control device 70 can perform feedback control on the commanded steering angle based on the deviation calculated with high accuracy. In this way, the vehicle control device 70 can make the vehicle 10 run along the target trajectory TR regardless of the magnitude of the target curvature. In other words, the vehicle control device 70 can improve the accuracy of the steering control.

[0040] As described above, the magnitude of the curvature judgment value, which is the criterion for judging whether the calculation accuracy of the actual curvature is high or not, changes depending on the vehicle speed. Therefore, the vehicle control device 70 uses a curvature judgment value that decreases as the vehicle speed increases. Therefore, the vehicle control device 70 can accurately judge whether the calculation accuracy of the actual curvature is high or not. In other words, when the vehicle control device 70 can calculate the actual curvature with high accuracy, it can perform feedback control based on the deviation between the target curvature and the actual curvature.

[0041] <Example of change> The above embodiment can be modified as follows: The above embodiment and the following modifications can be combined with each other to the extent that no technical contradiction occurs.

[0042] The actual curvature calculation unit 92 may calculate the actual curvature using a calculation method that does not use the yaw rate. For example, the actual curvature calculation unit 92 may calculate the actual curvature based on the speed difference between the wheel speed of the right wheel and the wheel speed of the left wheel and the tread bases of the right wheel and the left wheel. Even when calculating the actual curvature in this way, the calculation accuracy of the actual curvature changes depending on the vehicle speed. Therefore, the curvature judgment value may be changed depending on the vehicle speed.

[0043] The command steering angle calculation unit 93 may calculate a command steering angle based on vehicle characteristics such as a wheelbase and weight distribution, in addition to the target curvature. The command steering angle calculation unit 93 may calculate a command steering angle based on road surface characteristics such as a road surface gradient, in addition to the target curvature.

[0044] In the above embodiment, so-called reverse parking is given as an example of automatic parking, but the driving assistance device 60 may also implement automatic parking control for automatically performing so-called forward parking and parallel parking. Note that when performing reverse parking and forward parking, the positive and negative signs of the target curvature may not be reversed, but when performing parallel parking, the positive and negative signs of the target curvature are reversed.

[0045] The instruction steering angle correction unit 94 may use a constant curvature determination value that does not change according to the vehicle speed. In the flowchart shown in Fig. 4, when the sign of the target curvature is reversed (S15: YES), the processing circuit 80 may reset the integral term to "0" under the circumstances in which PID control is performed. In this case, after resetting the integral term to "0", the processing circuit 80 may shift the process to step S16 or to step S18. In other words, even when the sign of the target curvature is reversed, the processing circuit 80 may correct the command steering angle by feedback control based on the proportional term as long as the integral term is reset to "0".

[0046] In the vehicle 10, both the front wheels 21, 22 and the rear wheels 23, 24 may be steerable wheels. Also, in the vehicle 10, of the front wheels 21, 22 and the rear wheels 23, 24, only the rear wheels 23, 24 may be steerable wheels.

[0047] In the vehicle 10, the motor generator 31 can be replaced with an internal combustion engine. The driving support device 60 and the vehicle control device 70 are not limited to processing circuits having a CPU and a ROM and executing software processing. For example, the driving support device 60 and the vehicle control device 70 may be equipped with a dedicated hardware circuit that executes at least a part of the various processes executed in the above embodiment. An example of the dedicated hardware circuit is an ASIC. ASIC is an abbreviation for "Application Specific Integrated Circuit." In other words, the driving support device 60 and the vehicle control device 70 may have any one of the following configurations (a) to (c).

[0048] (a) A processing circuit including a processing device that executes all of the above processes according to a program, and a program storage device such as a ROM that stores the program. (b) A processing circuit having a processing device and a program storage device for executing part of the above processing in accordance with a program, and a dedicated hardware circuit for executing the remaining processing.

[0049] (c) A processing circuit having dedicated hardware circuitry for performing all of the above processes. Here, there may be a plurality of software execution devices each having a processing device and a program storage device, and a plurality of dedicated hardware circuits.

[0050] <Technical philosophy> The technical ideas that can be understood from the above-described embodiment and modified examples will be described. [Appendix 1] A vehicle control device comprising: a state variable acquisition unit that acquires state variables of the vehicle that indicate a turning behavior of the vehicle; and an actual curvature calculation unit that calculates the actual curvature based on the state variables.

[0051] [Appendix 2] The vehicle is equipped with a yaw rate sensor that detects the yaw rate of the vehicle, and the actual curvature calculation unit calculates the actual curvature by dividing the yaw rate based on the detection signal of the yaw rate sensor by the body speed of the vehicle.

[0052] [Appendix 3] A vehicle control method that assists a vehicle in traveling along a target trajectory by outputting a commanded steering angle to a steering device that adjusts the steering angle of wheels, the method comprising: a target curvature acquisition process that acquires a target curvature, which is the curvature of the target trajectory; a commanded steering angle calculation process that calculates the commanded steering angle so that the commanded steering angle increases as the target curvature increases; an actual curvature calculation process that calculates an actual curvature, which is the curvature of the vehicle's traveling trajectory; and a commanded steering angle correction process that, when the target curvature is equal to or greater than a curvature judgment value, corrects the commanded steering angle by feedback control based on the target curvature and the actual curvature so that the actual curvature approaches the target curvature, and, when the target curvature is less than the curvature judgment value, does not correct the commanded steering angle by the feedback control. [Explanation of symbols]

[0053] 10…Vehicle 21,22…Front wheels (wheels) 23,24...Rear wheel (wheel) 40…Steering device 70...Vehicle control device 91…Acquisition unit (target curvature acquisition unit) 92...Actual curvature calculation section 93...Instruction rudder angle calculation unit 94…Directed rudder angle correction section 95…Steering angle indicator TR…Target trajectory

Claims

1. A vehicle control device that supports a vehicle traveling along a target trajectory by outputting a command steering angle to a steering device that adjusts a steering angle of a wheel, a target curvature acquisition unit that acquires a target curvature that is a curvature of the target trajectory; a command steering angle calculation unit that calculates the command steering angle so that the command steering angle increases as the target curvature increases; an actual curvature calculation unit that calculates an actual curvature, which is a curvature of a running track of the vehicle; and a command steering angle correction unit that corrects the command steering angle by feedback control based on the target curvature and the actual curvature when the target curvature is equal to or greater than a curvature judgment value so that the actual curvature approaches the target curvature, and does not correct the command steering angle by the feedback control when the target curvature is less than the curvature judgment value. Vehicle control device.

2. The instruction steering angle correction unit uses a larger curvature determination value when the vehicle speed is low than when the vehicle speed is high. The vehicle control device according to claim 1.

3. A vehicle control program for supporting a vehicle traveling along a target trajectory by outputting a command steering angle to a steering device that adjusts a steering angle of a wheel, comprising: A target curvature acquisition process for acquiring a target curvature, which is a curvature of the target trajectory; a command steering angle calculation process for calculating the command steering angle so that the command steering angle increases as the target curvature increases; An actual curvature calculation process for calculating an actual curvature which is a curvature of a running track of the vehicle; a command steering angle correction process that corrects the command steering angle by feedback control based on the target curvature and the actual curvature so that the actual curvature approaches the target curvature when the target curvature is equal to or greater than a curvature judgment value, and does not correct the command steering angle by the feedback control when the target curvature is less than the curvature judgment value.

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