Vehicle control device

Abstract

To avoid a rapid change in actual steering angular acceleration at timing when an actual steering angle coincides with a target steering angle when performing steering control of a vehicle.SOLUTION: A vehicle control device includes: an acquisition section that acquires data of a target steering angle when performing steering control of a vehicle and an actual steering angle calculated on the basis of data by a prescribed sensor; a calculation section that calculates a remaining steering angle on the basis of a difference between the target steering angle and the actual steering angle; a determination section that determines target steering angle speed on the basis of upper limit steering angle speed related information in which smaller upper limit steering angle speed is set as the remaining angle is smaller and the remaining angle calculated by the calculation section; and a control section that controls steering on the basis of the target steering angle speed.SELECTED DRAWING: Figure 9

Description

[Technical Field]

[0001] An embodiment of the present invention relates to a vehicle control device. [Background technology]

[0002] Technologies for driving a vehicle along a target route have been developed. In such technologies, for example, feedback control based on a target steering angle (target steering angle) and an actual steering angle is performed for steering control of the vehicle.

[0003] In this case, since steering control is performed periodically, the target steering angle changes discretely (in a step-like manner), and the actual steering angle repeatedly overshoots and undershoots the target steering angle, causing the deviation between the target steering angle and the actual steering angle to not converge, resulting in the problem that the actual steering angle may oscillate.

[0004] To solve this problem, there is a conventional technique that can achieve a certain level of improvement by setting an upper limit on the integral value of the deviation between the target steering angle and the actual steering angle in PID control, which is a type of feedback control. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Japanese Patent Application Laid-Open No. 2013-112187 Summary of the Invention [Problem to be solved by the invention]

[0006] However, in the above-mentioned conventional technology, the deviation between the actual steering angle and the target steering angle suddenly becomes zero when the actual steering angle coincides with the target steering angle, which can cause a sudden change in the target steering angle acceleration. In this case, the actual steering angle acceleration also changes suddenly, which is undesirable in terms of the passenger's riding comfort and the load on the steering control actuator.

[0007] Therefore, the present invention has been made in consideration of the above circumstances, and its object is to provide a vehicle control device that can avoid a sudden change in actual steering angle acceleration at the timing when the actual steering angle matches the target steering angle when performing steering control of the vehicle. [Means for solving the problem]

[0008] In order to solve the above problem, the vehicle control device of the embodiment includes an acquisition unit that acquires a target steering angle when performing steering control of the vehicle and data on an actual steering angle calculated based on data from a predetermined sensor, a calculation unit that calculates a residual 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 speed based on upper limit steering angular speed relationship information in which a smaller upper limit steering angular speed is set 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 angular speed.

[0009] According to this configuration, when performing steering control of a vehicle, the target steering angular speed is determined based on upper limit steering angular speed relationship information, in which the upper limit steering angular speed is set smaller the smaller the remaining angle, and the remaining angle calculated by the calculation unit, thereby avoiding a sudden change in the actual steering angular acceleration at the time when the actual steering angle matches the target steering angle. [Brief explanation of the drawings]

[0010] [Figure 1] FIG. 1 is an exemplary perspective view showing a state in which a part of a vehicle interior of a vehicle according to an embodiment is seen through. [Figure 2] FIG. 2 is an exemplary plan view (bird's-eye view) of the vehicle according to the embodiment. [Figure 3] FIG. 3 is a view of an example of a dashboard of a vehicle according to an embodiment, viewed from behind the vehicle. [Figure 4] FIG. 4 is an exemplary block diagram of the configuration of the vehicle control system according to the embodiment. [Figure 5] FIG. 5 is a functional configuration diagram of the ECU in the embodiment. [Figure 6]FIG. 6 is a graph showing upper limit steering angular velocity relationship information in each of the first and second techniques in the embodiment. [Figure 7] FIG. 7 is a graph showing the time transition of the steering angle and the like in the conventional technique and the first method of the embodiment. [Figure 8] FIG. 8 is a graph showing the time transition of the target steering angular velocity and the like determined by the first and second methods in the embodiment. [Figure 9] FIG. 9 is a flowchart showing the processing performed by the vehicle control system according to the embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0011] Exemplary embodiments of the present invention are disclosed below. The configurations of the embodiments described below, as well as the actions, results, and advantages brought about by the configurations, are examples. The present invention can be realized with configurations other than those disclosed in the following embodiments, and it is possible to obtain at least one of various advantages based on the basic configurations and derivative advantages.

[0012] The vehicle 1 of this embodiment may be, for example, an automobile using an internal combustion engine (not shown) as a drive source, i.e., an internal combustion engine automobile, or an automobile using an electric motor (not shown) as a drive source, i.e., an electric automobile or a fuel cell automobile, or a hybrid automobile using both of these as a drive source, or an automobile equipped with another drive source. The vehicle 1 may be equipped with various transmissions and various devices, such as systems and components, required to drive the internal combustion engine or electric motor. The type, number, layout, etc. of the devices related to driving the wheels 3 of the vehicle 1 may be variously configured.

[0013] Fig. 1 is an exemplary perspective view showing a state in which a part of a vehicle interior of a vehicle according to an embodiment is seen through, and Fig. 2 is an exemplary plan view (bird's-eye view) of the vehicle according to an embodiment.

[0014] 1, a vehicle body 2 forms a cabin 2a in which an occupant (not shown) rides. Inside the cabin 2a, a steering unit 4, an acceleration operation unit 5, a braking operation unit 6, a gear change operation unit 7, etc. are provided facing a driver's seat 2b as an occupant.

[0015] The steering unit 4 is, for example, a steering wheel protruding from the dashboard 24. The acceleration operation unit 5 is, for example, an accelerator pedal located under the driver's feet. The braking operation unit 6 is, for example, a brake pedal located under the driver's feet. The gear change operation unit 7 is, for example, a shift lever protruding from the center console. Note that the steering unit 4, acceleration operation unit 5, braking operation unit 6, and gear change operation unit 7 are not limited to these.

[0016] A display device 8 serving as a display output unit and an audio output device 9 serving as an audio output unit are provided in the vehicle interior 2a. The display device 8 is, for example, an LCD (liquid crystal display) or an OLED (organic electroluminescent display). The audio output device 9 is, for example, a speaker. The display device 8 is covered with a transparent operation input unit 10 such as a touch panel. The occupant can visually recognize an image displayed on the display screen of the display device 8 via the operation input unit 10. The occupant can also perform operation input by touching, pressing, or moving the operation input unit 10 with a finger or the like at a position corresponding to the image displayed on the display screen of the display device 8.

[0017] The display device 8, audio output device 9, operation input unit 10, etc. are provided in a monitor device 11, for example, located in the center of the dashboard 24 in the vehicle width direction, i.e., the left-right direction. The monitor device 11 may have an operation input unit (not shown) such as a switch, dial, joystick, or push button. An audio output device (not shown) may be provided in a different position in the vehicle compartment 2a from the monitor device 11. Audio can be output from the audio output device 9 of the monitor device 11 and another audio output device. The monitor device 11 may also be used as, for example, a navigation system or an audio system.

[0018] A display device 12 (see FIG. 3) separate from the display device 8 is also provided in the passenger compartment 2a. FIG. 3 is a view of an example of a dashboard of the vehicle of the embodiment, viewed from the rear of the vehicle. As illustrated in FIG. 3, the display device 12 is provided, for example, in an instrument panel section 25 of the dashboard 24, and is positioned approximately in the center of the instrument panel section 25, between a speed display section 25a and an RPM display section 25b. The screen size of the display device 12 is smaller than the screen size of the display device 8 (FIG. 1). The display device 12 can display images that mainly show information related to driving control (e.g., parking assist control) of the vehicle 1. The amount of information displayed on the display device 12 may be less than the amount of information displayed on the display device 8. The display device 12 is, for example, an LCD, an OELD, or the like. Note that the information displayed on the display device 12 may also be displayed on the display device 8.

[0019] 1 and 2, the vehicle 1 is, for example, a four-wheeled vehicle having two front wheels 3F (left and right) and two rear wheels 3R ​​(left and right). All four wheels 3 can be configured to be steerable.

[0020] FIG. 4 is an exemplary block diagram of a vehicle control system according to an embodiment. As illustrated in FIG. 4, the vehicle 1 has an EPS 13 (electric power steering system) that steers at least two wheels 3. The EPS 13 has an actuator 13a and a torque sensor 13b. The EPS 13 is electrically controlled by an ECU 14 (electronic control unit) or the like to operate the actuator 13a. In the following description, the EPS 13 is an electric power steering system, a steer-by-wire (SBW) system, or the like. The EPS 13 supplements steering force by applying torque, i.e., assist torque, to the steering unit 4 using the actuator 13a, and steers the wheels 3 using the actuator 13a. In this case, the actuator 13a may steer one wheel 3 or multiple wheels 3. The torque sensor 13b detects, for example, the torque applied by the driver to the steering unit 4.

[0021] 2, the vehicle body 2 is provided with a plurality of imaging units 15, for example, four imaging units 15a to 15d. The imaging units 15 are, for example, digital cameras incorporating imaging elements such as a CCD (charge coupled device) or a CIS (CMOS image sensor). The imaging units 15 can output video data at a predetermined frame rate. Each imaging unit 15 has a wide-angle lens or a fisheye lens, and can capture images in a range of, for example, 140° to 190° in the horizontal direction.

[0022] The imaging unit 15a is located, for example, at the rear end 2e of the vehicle body 2 and is provided on a wall below the rear trunk door 2h. The imaging unit 15b is located, for example, at the right end 2f of the vehicle body 2 and is provided on the right door mirror 2g. The imaging unit 15c is located, for example, at the front end 2c of the vehicle body 2, i.e., the front side in the vehicle longitudinal direction, and is provided on the front bumper or the like. The imaging unit 15d is located, for example, at the left end 2d of the vehicle body 2, i.e., the left side in the vehicle width direction, and is provided on the door mirror 2g as a left protrusion. The ECU 14 performs arithmetic processing and image processing based on image data obtained by the multiple imaging units 15, and can generate images with a wider viewing angle or generate a virtual bird's-eye view image (planar image) of the vehicle 1 viewed from above.

[0023] Furthermore, the ECU 14 identifies, from the image of the imaging unit 15, demarcation lines or the like marked on the road surface around the vehicle 1, and detects (extracts) the parking spaces marked on the demarcation lines or the like.

[0024] 1 and 2, the vehicle body 2 is provided with a plurality of distance measuring units 16, 17, for example, four distance measuring units 16a-16d and eight distance measuring units 17a-17h. The distance measuring units 16, 17 are, for example, sonars that emit ultrasonic waves and capture the reflected waves. Sonars may also be referred to as sonar sensors or ultrasonic detectors. Based on the detection results of the distance measuring units 16, 17, the ECU 14 can determine the presence or absence of objects such as obstacles located around the vehicle 1 and the distance to the objects.

[0025] Furthermore, as illustrated in Figure 4, in a vehicle control system 100 that drives a vehicle along a target route, in addition to the ECU 14, monitor device 11, EPS 13, distance measurement units 16, 17, etc., a brake system 18, a steering angle sensor 19, an accelerator sensor 20, a shift sensor 21, a wheel speed sensor 22, etc. are electrically connected via an in-vehicle network 23 as an electrical communication line.

[0026] The in-vehicle network 23 is configured as, for example, a CAN (controller area network). The ECU 14 can control the EPS 13, the brake system 18, etc. by sending control signals via the in-vehicle network 23. The ECU 14 can also receive detection results from the torque sensor 13b, the brake sensor 18b, the steering angle sensor 19, the distance measuring unit 16, the distance measuring unit 17, the accelerator sensor 20, the shift sensor 21, the wheel speed sensor 22, etc., as well as operation signals from the operation input unit 10, etc., via the in-vehicle network 23.

[0027] As shown in FIG. 4, the ECU 14 includes, for example, a CPU 14a (central processing unit), a ROM 14b (read only memory), a RAM 14c (random access memory), a display control unit 14d, an audio control unit 14e, and an SSD 14f (solid state drive, flash memory).

[0028] The CPU 14a can execute various types of arithmetic processing and control, such as image processing related to images displayed on the display devices 8 and 12, determining a target position for the vehicle 1, calculating the path of the vehicle 1, determining whether or not there is interference with an object, and automatically controlling and canceling automatic control of the vehicle 1. The CPU 14a can read out programs installed and stored in a nonvolatile storage device such as the ROM 14b, and execute arithmetic processing in accordance with the programs.

[0029] The RAM 14c temporarily stores various data used in the calculations performed by the CPU 14a. The display control unit 14d mainly performs image processing using image data obtained by the imaging unit 15 and synthesis of image data displayed on the display devices 8 and 12, among the calculations performed by the ECU 14. The audio control unit 14e mainly performs processing of audio data output by the audio output device 9, among the calculations performed by the ECU 14. The SSD 14f is a rewritable nonvolatile storage unit that can store data even when the power to the ECU 14 is turned off.

[0030] The CPU 14a, ROM 14b, RAM 14c, etc. may be integrated in the same package. The ECU 14 may be configured to use other logic operation processors, such as a DSP (digital signal processor), or logic circuits, instead of the CPU 14a. The SSD 14f may be replaced by an HDD (hard disk drive), or the SSD 14f and HDD may be provided separately from the ECU 14.

[0031] The brake system 18 is, for example, an anti-lock brake system (ABS) that prevents the brakes from locking, an electronic stability control (ESC) that prevents the vehicle 1 from skidding when cornering, an electric brake system that increases the braking force (performing brake assist), a brake-by-wire (BBW), etc. The brake system 18 applies braking force to the wheels 3 and thus to the vehicle 1 via an actuator 18a.

[0032] The brake system 18 can also detect signs of brake lock, wheel spinning, skidding, etc. from the rotational difference between the left and right wheels 3, and execute various controls. The brake sensor 18b is, for example, a sensor that detects the position of a movable part of the brake operating unit 6. The brake sensor 18b can detect the position of a brake pedal, which is a movable part of the brake operating unit 6. The brake sensor 18b includes a displacement sensor.

[0033] The steering angle sensor 19 is a sensor that detects the amount of steering of the steering unit 4, such as a steering wheel. The steering angle sensor 19 is configured using, for example, a Hall element. The ECU 14 acquires 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. The steering angle sensor 19 detects the rotation angle of a rotating part included in the steering unit 4.

[0034] The accelerator sensor 20 is, for example, a sensor that detects the position of a movable part of the acceleration operation unit 5. The accelerator sensor 20 can detect the position of an accelerator pedal as a movable part of the acceleration operation unit 5. The accelerator sensor 20 includes a displacement sensor.

[0035] The shift sensor 21 is, for example, a sensor that detects the position of a movable part of the gearshift operating unit 7. The shift sensor 21 can detect the position of a lever, arm, button, etc., which are movable parts of the gearshift operating unit 7. The shift sensor 21 may include a displacement sensor, or may be configured as a switch.

[0036] The wheel speed sensor 22 is a sensor that detects the amount of rotation of the wheel 3 and the number of rotations per unit time. The wheel speed sensor 22 outputs the number of wheel speed pulses indicating the detected number of rotations as a sensor value. The ECU 14 calculates the amount of movement of the vehicle 1 and the like based on the sensor value acquired from the wheel speed sensor 22 and executes various controls. Note that the wheel speed sensor 22 may be provided in the brake system 18. In this case, the ECU 14 acquires the detection result of the wheel speed sensor 22 via the brake system 18.

[0037] The configurations, arrangements, electrical connection forms, etc. of the various sensors and actuators described above are merely examples, and can be set (changed) in various ways.

[0038] In this embodiment, the ECU 14 realizes at least part of the functions as a vehicle control device by the cooperation of hardware and software (control program).

[0039] 5 is a functional configuration diagram of the ECU 14 according to the embodiment. 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 as its functional configuration.

[0040] The acquisition unit 141 acquires various information from various sensors and various storage units. For example, the acquisition unit 141 acquires data on a target steering angle when steering control of the vehicle 1 is performed and an actual steering angle calculated based on data from a predetermined sensor. The target steering angle is calculated based on, for example, a target curvature for a curved portion of the target route and a curvature-steering angle map. The curvature-steering map is information indicating the relationship between the target curvature and the steering angle, and is created in advance.

[0041] The estimation unit 142 executes various estimation processes. The estimation unit 142 estimates the current position of the vehicle 1 using, for example, the latest position information of the vehicle 1, the detection result by the wheel speed sensor 22, and the like.

[0042] The calculation unit 143 executes 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.

[0043] The determination unit 144 executes various determination processes. The determination unit 144 determines the target steering angular velocity based on the upper limit steering angular velocity relation information and the remaining angle calculated by the calculation unit 143, for example.

[0044] FIG. 6 is a graph showing upper limit steering angular velocity relation information in each of the first and second methods in the embodiment. Graph G61 shows the upper limit steering angular velocity in the first method, and the smaller the remaining angle, the smaller the upper limit steering angular velocity is set. Graph G61 can be determined, for example, by a relational expression such as "upper limit steering angular velocity" = √{"coefficient" × ("target steering angle" - "actual steering angle")}. However, the upper limit steering angular velocity relation information is not limited to this, and may be determined by another method as long as it satisfies the condition that the upper limit steering angular velocity decreases as the remaining angle decreases. Note that in graph G61, the upper limit steering angular velocity is set to be equal to or less than a predetermined upper limit steering angular velocity threshold for all remaining angles. The coefficient may also be determined based on the target steering angular acceleration.

[0045] Moreover, graphs G62 and G63 are the upper limit steering angular speed in the second technique. In graph G62, the remaining angle and the upper limit steering angular speed are set in a proportional relationship for the remaining angle from 0 degrees to a predetermined angle (the angle corresponding to point P2). Furthermore, graph G63 to the right of point P2 has the same shape as the right of point P1 in graph G61. Furthermore, graphs G62 and G63 are smoothly connected at point P2. In other words, the slope of graph G63 at point P2 is the same as the slope of graph G62.

[0046] 5, the control unit 145 executes various controls. For example, when the vehicle 1 is caused to travel along a target route, the control unit 145 performs feedback control of the steering of the vehicle based on a target steering angular velocity.

[0047] In addition to the above-described functional configurations, the ECU 14 may also include, for example, a filter processing unit and a guard processing unit.

[0048] The filter processing unit performs, for example, averaging (low-pass filtering) on ​​the target steering angle corresponding to the target steering angular velocity. This averaging removes noise and makes the steering angle change smoother.

[0049] The guard processing section performs guard processing on the target steering angle output from the filter processing section so that the target steering angle does not exceed a preset maximum steering angle.

[0050] 7A and 7B are graphs showing the time transition of the steering angle and other parameters in the conventional technology and the first method of the embodiment. In (a), graph G1 is the target steering angle, which fluctuates due to feedback control while the vehicle is running. Graph G2 is the actual steering angle in the conventional technology. Graph G3 is the actual steering angle in the first method of the embodiment.

[0051] In (b), graph G12 shows the target steering angular velocity in the case of the conventional technology, and graph G13 shows the target steering angular velocity in the case of the first technique of the embodiment.

[0052] In (c), graph G22 shows the target steering angle acceleration in the case of the conventional technology, and graph G23 shows the target steering angle acceleration in the case of the first technique of the embodiment.

[0053] In the prior art, at time t2, the actual steering angle (graph G2) coincides with the target steering angle (graph G1), and at that timing the deviation between the two suddenly becomes 0, causing the target steering angle acceleration (graph G22) to change suddenly. In this case, the actual steering angle acceleration also changes suddenly following this, which is undesirable in terms of the passenger's riding comfort and the load on the steering control actuator.

[0054] On the other hand, in the first technique of this embodiment, the target steering angular speed is determined using upper limit steering angular speed relationship information (graph G61 in FIG. 6) in which a smaller upper limit steering angular speed is set as the remaining angle decreases. As a result, the target steering angular speed (graph G13) begins to decrease from time t1, which is a time before the actual steering angle (graph G3) matches the target steering angle (graph G1). As a result, between time t1 and time t3, the degree of change in the target steering angular acceleration (graph G23) is smaller than that of the target steering angular acceleration (graph G22) in the case of the conventional technology. Therefore, the degree of change in the actual steering angular acceleration that follows the target steering angular acceleration (graph G23) is also smaller, which is preferable in terms of the ride comfort of the occupant and the load on the steering control actuator.

[0055] However, because steering control is performed periodically, the target steering angle changes discretely (in steps), and with the first method, the degree of change in steering angular velocity and steering angular acceleration is smaller than with the conventional technique, particularly in the range where the remaining distance is close to 0, but may not be sufficiently small. The second method (graphs G62 and G63 in FIG. 6) further improves on this point. In other words, as described above, in graph G62, the remaining angle and the upper limit steering angular velocity are set in a proportional relationship for the remaining angle from 0 degrees to a predetermined angle (the angle corresponding to point P2).

[0056] 8A and 8B are graphs showing the time progression of the target steering angle speed and the like determined by the first and second methods in this embodiment. In (a), graph G41 shows the actual steering angle determined by the first method. Graph G42 shows the actual steering angle determined by the second method.

[0057] In (b), graph G51 is the target steering angular velocity of the first method. Graph G52 is the target steering angular velocity of the second method. The upper limit steering angular velocity relationship information of the first method (graph G61 in FIG. 6) does not have a proportional relationship portion like graph G62 (FIG. 6) of the upper limit steering angular velocity relationship information of the second method.

[0058] In (c), graph G71 represents the target steering angle acceleration in the first method, and graph G72 represents the target steering angle acceleration in the second method.

[0059] In the first technique, the degree of change in the target steering angular velocity (graph G51) is relatively large during the period from time t11 to time t13 when the remaining steering angle is small, particularly at time t12. Also, from time t12 to time t13, the target steering angular acceleration (graph G71) is below the target steering angular acceleration lower limit.

[0060] On the other hand, in the second method, since there is a proportional relationship portion (graph G62 in Figure 6) in the upper limit steering angular velocity relationship information, the degree of change in the target steering angular velocity (graph G52) is relatively small between time t11 and time t13, and the target steering angular acceleration (graph G72) does not fall below the target steering angular acceleration lower limit value.

[0061] 9 is a flowchart showing the processing performed by the vehicle control system of the embodiment, which is processing performed when steering control of the vehicle 1 is performed.

[0062] First, in step S1, the acquisition unit 141 acquires data on the target steering angle and the actual steering angle calculated based on data from a predetermined sensor.

[0063] Next, 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.

[0064] Next, in step S3, the determination unit 144 determines the target steering angular speed based on the upper limit steering angular speed relation information (FIG. 6) and the remaining angle calculated in step S2.

[0065] Next, in step S4, the control unit 145 controls the steering based on the target steering angular velocity.

[0066] Thus, according to this embodiment, when steering control of vehicle 1 is performed, the target steering angular speed is determined based on the upper limit steering angular speed relationship information (FIG. 6) in which the upper limit steering angular speed is set smaller as the remaining angle is smaller, and the remaining angle calculated by calculation unit 143.

[0067] This makes it possible to avoid a sudden change in the actual steering angle acceleration when the actual steering angle coincides with the target steering angle, which is preferable in terms of the passenger's riding comfort and sense of security. Also, it is possible to reduce the load on the EPS 13 (steering control actuator).

[0068] In addition, in the upper limit steering angular velocity relationship information (FIG. 6), by setting the upper limit steering angular velocity to be equal to or less than a predetermined upper limit steering angular velocity threshold for all remaining angles, it is possible to prevent the target steering angular velocity from becoming too large regardless of the remaining angle.

[0069] In addition, in the second method, by setting a proportional relationship portion (graph G62 in FIG. 6) in the upper limit steering angular velocity relationship information, it is possible to further reduce the degree of change in steering angular velocity and steering angular acceleration in the range where the remaining distance is close to 0.

[0070] The program executed in the vehicle 1 may be provided as a computer program product stored in an installable or executable file format on a computer-readable storage medium such as a CD-ROM, CD-R, memory card, DVD (Digital Versatile Disk), or flexible disk (FD). The program may also be stored on a computer connected to a network such as the Internet and provided by being downloaded via the network. The program may also be provided or distributed via a network such as the Internet.

[0071] Although the embodiments of the present invention have been described above, the above embodiments are presented as examples and are not intended to limit the scope of the invention. This novel embodiment can be embodied in various other forms, and various omissions, substitutions, and modifications can be made without departing from the spirit of the invention. This embodiment and its modifications are included within the scope and spirit of the invention, and are also included in the inventions and their equivalents as set forth in the claims. [Explanation of symbols]

[0072] 1...vehicle, 10...operation input unit, 11...monitor 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. an acquisition unit that acquires data of a target steering angle when performing steering control of a vehicle and data of an actual steering angle calculated based on data from a predetermined 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 speed based on upper limit steering angular speed relationship information in which the upper limit steering angular speed is set smaller as the remaining angle is smaller, and based on the remaining angle calculated by the calculation unit; a control unit that controls 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 relation information, the upper limit steering angular velocity is set to be equal to or less than a predetermined upper limit steering angular velocity threshold value.

3. 2. The vehicle control device according to claim 1, wherein the upper limit steering angular velocity relationship information sets a proportional relationship between the remaining angle and the upper limit steering angular velocity when the remaining angle is from 0 degrees to a predetermined angle.

Images