JP2012025271A - Traveling control device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To control a steering angle of a steering wheel in such a manner that a locus of a vehicle is a targeted locus desired by a driver and adapted to a traveling way without needing acquisition of information of outside of the vehicle for obtaining the target locus and an actual locus of the vehicle.SOLUTION: A traveling control device of a vehicle includes a steering angle variable device 14 or a by-wire type steering device 96 and a device 58 acquiring information of the traveling way. When it is determined that control of the locus of the vehicle is to be started or updated (S200, 300), a targeted steering angle of the steering wheel at which the vehicle travels along the targeted locus necessary for the vehicle to reach a targeted reaching position in a target advancing direction is calculated based on a steering operation amount and a vehicle speed of the driver at the time point of the above determination (S500). When the targeted reaching position is not in a prescribed range of the traveling way, the targeted steering angle is corrected in such a manner that the targeted reaching position is in the prescribed range of the traveling way. The steering angle of the steering wheel is controlled based on the corrected targeted steering angle (S600).

Description

  The present invention relates to a vehicle travel control device, and more particularly to a vehicle travel control device that corrects and controls a steering angle of a steered wheel so that the vehicle travels along a target locus (target travel line).

  Various vehicle travel control devices that control the trajectory of a vehicle so that the vehicle travels along a target trajectory have been proposed. For example, in Patent Document 1 below, a lane tracking is performed in which a target trajectory of a vehicle is set based on road lane information in front of the vehicle, and an automatic steering actuator is controlled so that a deviation between the target trajectory and the forward gaze point of the vehicle is reduced. An apparatus is described.

JP 2001-48035 A JP 2007-269180 A

[Problems to be Solved by the Invention]
According to the lane tracking device described in Patent Document 1, it is possible to prompt the driver to perform a steering operation or to correct the steering angle of the steered wheels by controlling the steering torque so that the vehicle travels along the target locus. it can.

  However, in the lane tracking device described in Patent Document 1, the lane information of the road ahead of the vehicle for setting the target locus of the vehicle and the information of the front gazing point of the vehicle corresponding to the actual locus of the vehicle are acquired. A vehicle information acquisition means such as a camera is essential. Further, since the target trajectory is basically determined based on the lane information, the target trajectory of the vehicle cannot always be set to a trajectory according to the driver's desire. Furthermore, in a situation where there is no lane information on the road ahead of the vehicle or in a situation where lane information cannot be obtained, the target locus cannot be set, and therefore the vehicle cannot travel along the target locus.

  In Patent Document 2, a steering control device that sets a target trajectory of a vehicle based on a steering angle and a vehicle speed and controls the steering transmission ratio variable device so as to reduce a deviation between the target trajectory and the actual trajectory of the vehicle is disclosed. Are listed. According to the steering control device described in Patent Document 2, the steering angle of the steered wheels can be controlled so that the vehicle travels along the target locus.

  However, the steering control device described in Patent Document 2 requires vehicle information acquisition means such as GPS for obtaining the actual locus of the vehicle. In addition, since the steering angle of the steered wheels is feedback controlled based on the deviation between the target locus and the actual locus, the steering angle cannot be controlled unless the actual locus is obtained. Thus, the vehicle cannot preferably travel along the target locus.

  In order to solve the above problem, for example, the target of the steered wheels for causing the vehicle to travel along the target locus necessary for the vehicle to reach the target arrival position in the target traveling direction based on the driver's steering operation amount and the vehicle speed. It is conceivable to calculate the rudder angle and control the rudder angle of the steered wheels based on the target rudder angle. According to the control of the steering angle of the steered wheels, the steered wheels are controlled so that the trajectory of the vehicle becomes a trajectory according to the driver's wishes without requiring acquisition of outside information for obtaining the target trajectory and actual trajectory of the vehicle. The rudder angle can be controlled without delay.

  Generally, the driver grasps the surrounding situation and drives the vehicle based on the grasped result. Therefore, for example, if there is a stopped vehicle in front of the vehicle or there is an obstacle that obstructs the field of view, the surrounding situation may not be accurately grasped. For this reason, the steering operation amount and the vehicle speed become values that do not conform to the traveling road, and as a result, the target steering angle of the steered wheel calculated based on the steering operation amount and the vehicle speed may become a value that does not conform to the traveling road.

  Therefore, when the travel locus is controlled based on the steering operation amount and the vehicle speed, when the target arrival position of the target locus is not suitable for the travel road, the target rudder of the steered wheel is adjusted so that the target arrival position fits the travel road. It is preferable to correct the corners.

The present invention has been made in view of the above-described problems in a conventional travel control device that controls the trajectory of a vehicle so that the vehicle travels along a target trajectory. And the main subject of this invention is controlling driving | running | working of a vehicle so that a vehicle drive | works along the target locus | trajectory which suits a driver | operator's hope and fits a driving path.
[Means for Solving the Problems and Effects of the Invention]

  According to the present invention, the main problem described above is provided with a steering angle control means for changing the relationship of the steering angle of the steered wheel with respect to the steering operation amount of the driver, and a means for acquiring travel path information, which are set in advance. Necessary for the vehicle to reach the target arrival position in the target traveling direction based on the driver's steering operation amount and vehicle speed at that time when it is determined that the control of the vehicle trajectory should be started or updated according to the determined procedure A vehicle travel control apparatus that calculates a target rudder angle of a steered wheel for traveling a vehicle along a target trajectory and controls the rudder angle of the steered wheel by the rudder angle control means based on the target rudder angle. The target steering angle is corrected so that the target arrival position is within a predetermined range of the travel path when the target arrival position is not within the predetermined range of the travel path (claim). Achieved by item 1) It is.

  As will be described in detail later, the amount of steering operation by the driver is related to the direction from the current position of the vehicle to the target arrival position with reference to the current traveling direction of the vehicle, and the vehicle speed is from the current position of the vehicle to the target arrival position. Is related to the distance. The driver's steering operation amount is also related to the target traveling direction when the vehicle reaches the target arrival position.

  The time point at which it is determined that the trajectory control should be started or updated according to a preset procedure is referred to as a reference time point. According to the configuration of the first aspect, the vehicle travels along the target locus for the vehicle to reach the target arrival position in the target traveling direction based on the steering operation amount and the vehicle speed of the driver at the reference time. The target rudder angle of the steered wheel is calculated, and the rudder angle of the steered wheel is controlled based on the target rudder angle.

  Accordingly, it is not necessary to obtain information on the outside of the vehicle for obtaining the target locus or actual locus of the vehicle, and it is also possible to obtain the actual locus based on the information on the outside of the vehicle based on the deviation between the target locus and the actual locus. It is not necessary to perform feedback control. Therefore, the steering angle of the steered wheels can be controlled without delay so that the vehicle trajectory becomes a trajectory in accordance with the driver's desire, and the vehicle can travel along the target trajectory desired by the driver.

  Further, according to the configuration of the first aspect, the travel path information is acquired by the means for acquiring the travel path information, and when the target arrival position is not within the predetermined range of the travel path, the target arrival position is The target rudder angle is corrected to be within the range. Therefore, when a situation occurs in which the driver cannot accurately grasp the surrounding situation and the target arrival position of the target locus does not match the travel path, the target steering angle of the steered wheels is adjusted so that the target arrival position matches the travel path. Can be corrected. Therefore, even when a situation occurs in which the driver cannot accurately grasp the surrounding situation, it is possible to prevent the vehicle trajectory from being controlled based on a target trajectory that does not match the travel path.

  According to the present invention, in order to effectively achieve the main problems described above, in the configuration of claim 1, the vehicle at the time point so that the target reaching position is within a predetermined range of the travel path. A correction coefficient for correcting the distance from the target to the target arrival position is calculated, and the target rudder angle is corrected based on the correction coefficient (configuration of claim 2).

  According to the configuration of the second aspect, the correction coefficient for correcting the distance from the vehicle to the target arrival position at the time point is calculated so that the target arrival position is within a predetermined range of the travel path, and the correction coefficient Based on this, the target rudder angle is corrected. Accordingly, by correcting the distance from the vehicle to the target arrival position, the target arrival position can be corrected to a position within a predetermined range of the travel path, and the vehicle trajectory is controlled so as to reach the corrected target arrival position. be able to.

  According to the present invention, in order to effectively achieve the above main problem, in the configuration of claim 2, when the magnitude of the correction coefficient is equal to or greater than a reference value, the control of the trajectory is terminated. (Structure of claim 3).

  In general, the greater the difference between the vehicle surroundings and the actual surroundings as grasped by the driver, the larger the correction coefficient for correcting the distance from the vehicle to the target arrival position. In addition, when the difference between the vehicle surroundings and the actual surroundings recognized by the driver is large, the correction amount of the target rudder angle is large, and the travel locus of the vehicle controlled based on the corrected target rudder angle is There is a possibility that the trajectory desired by the driver is greatly different.

  According to the third aspect of the present invention, when the magnitude of the correction coefficient is greater than or equal to the reference value, the trajectory control is terminated. Therefore, in a situation where there is a large discrepancy between the surrounding situation of the vehicle and the actual surrounding situation that is grasped by the driver, the vehicle travel locus is controlled based on the target rudder angle corrected with a large correction coefficient. Can be prevented. Therefore, it is possible to prevent the traveling locus of the vehicle controlled based on the corrected target rudder angle from becoming a locus that is significantly different from the locus desired by the driver.

  According to the present invention, in order to effectively achieve the above main problem, in the configuration of claim 1, the target trajectory has a straight line indicating the target traveling direction as a time coordinate axis, and the time point. In a virtual orthogonal coordinate with a perpendicular line drawn from the position of the vehicle to the coordinate axis of the time as a coordinate axis of the distance, the curve is an exponential function curve with the elapsed time from the time point as a variable of the exponent. (Structure of claim 4).

  According to the configuration of the fourth aspect, in a virtual orthogonal coordinate system, a straight line indicating the target traveling direction is a time coordinate axis, and a perpendicular line drawn from the vehicle position at the reference time point to the time coordinate axis is a distance coordinate axis. Thus, the target trajectory can be obtained as an exponential function curve using the elapsed time from the reference time as an exponent variable.

  Further, according to the present invention, in order to effectively achieve the above main problem, in the configuration of claim 1, the target locus is the position of the vehicle at the time point and the time point. The vehicle is configured to be an arcuate curve that is in contact with a straight line that indicates the longitudinal direction of the vehicle and that is in contact with the straight line that indicates the target traveling direction at the target arrival position.

  According to the fifth aspect of the present invention, the vehicle position at the reference time point is in contact with the straight line indicating the front-rear direction of the vehicle at the reference time point, and is in contact with the straight line indicating the target traveling direction at the target arrival position. The target locus can be obtained as an arcuate curve.

  According to the present invention, in order to effectively achieve the main problems described above, the steering angle of the steered wheel at the time point and the target rudder in the configuration according to any one of claims 1 to 5 described above. The steering angle of the steered wheels is modified so that the magnitude of the deviation from the angle is small (the configuration of claim 6).

  According to the configuration of the sixth aspect, the steering angle of the steered wheel is corrected so that the magnitude of the deviation between the steered angle of the steered wheel and the target steered angle at the reference time becomes small. Therefore, the steering angle of the steering wheel can be efficiently controlled in a feed-forward manner so that the steering angle of the steering wheel becomes the target steering angle, and the steering angle of the steering wheel can be set to the target steering without requiring the driver's steering operation. Can be horns.

  According to the present invention, in order to effectively achieve the main problem described above, in the configuration according to any one of claims 1 to 5, the actual steering angle of the steered wheel and the target steering angle The steering angle of the steered wheels is modified so that the magnitude of the deviation is reduced (configuration of claim 7).

  According to the configuration of the seventh aspect, the rudder angle of the steered wheels is corrected so that the magnitude of the deviation between the actual rudder angle of the steered wheels and the target rudder angle becomes small. Therefore, the steering wheel steering angle can be accurately controlled in a feedback manner so that the steering wheel steering angle becomes the target steering angle, and the steering wheel steering angle can be set to the target steering angle even if the steering operation is performed by the driver. Can be.

  Since the feedback control is performed on the steering angle of the steering wheel, the control of the steering angle of the steering wheel is far greater than in the case of the conventional vehicle travel control device in which the feedback control is performed on the trajectory of the vehicle. Small.

  Further, according to the present invention, in order to effectively achieve the above main problem, in the configuration according to any one of claims 1 to 5, the target arrival position is determined by the driver's steering at the time point. The target travel direction is determined based on the operation amount and the vehicle speed, and the target traveling direction is determined based on the driver's steering operation amount at the time point (configuration of claim 8).

  According to the configuration of the above aspect 8, the target arrival position is determined based on the driver's steering operation amount and the vehicle speed at the reference time point, and the target traveling direction is determined based on the driver's steering operation amount at the reference time point. Can be determined. Therefore, the target locus of the vehicle for the vehicle to reach the target arrival position in the target traveling direction can be obtained based on the driver's steering operation amount and the vehicle speed at the reference time.

  According to the present invention, in the configuration of claim 8, the target arrival position is determined at the time point with an angle determined based on the amount of steering operation of the driver at the time point as a reference angle. It is located on a straight line drawn in the direction inclined by the reference angle with respect to the vehicle longitudinal direction from the vehicle position, and the distance from the vehicle position to the target arrival position at the time point is a value depending on the vehicle speed. (Constitution of Claim 9)

  According to the ninth aspect of the present invention, the angle determined based on the steering operation amount of the driver at the reference time point is set as the reference angle, and the reference angle with respect to the vehicle front-rear direction is determined from the position of the vehicle at the reference time point. The target arrival position can be determined as a position located on a straight line drawn in the inclined direction and a distance depending on the vehicle speed from the position of the vehicle at the reference time point.

  According to the present invention, in order to effectively achieve the above main problem, in the configuration of claim 9, a straight line connecting the position of the vehicle at the time point and the target arrival position is As the reference line, the target traveling direction is determined in a direction inclined at the reference angle with respect to the reference line in the direction at the target arrival position (configuration of claim 10).

  According to the configuration of claim 10 above, a direction that is inclined by a reference angle with respect to a direction reference line at the target arrival position, with a straight line connecting the position of the vehicle at the reference time point and the target arrival position as a reference line for the direction Can be determined in the target traveling direction.

  According to the present invention, in order to effectively achieve the main problems described above, in the configuration according to any one of claims 1 to 5, the operation of the locus is not performed. After the change rate of the steering operation amount of the driver becomes larger than the first reference value for the control start determination, the change rate of the steering operation amount of the driver becomes greater than the second reference value for the control start determination. It is configured to determine that the control of the trajectory should be started when the value becomes smaller.

  Generally, when the driver changes the course of the vehicle, the steering operation amount is first changed relatively quickly, and then the change in the steering operation amount is moderated. Therefore, it is possible to determine the necessity of starting or updating the control of the vehicle trajectory based on the transition of the change rate of the steering operation amount of the driver.

  According to the configuration of the eleventh aspect, in the situation where the trajectory is not controlled, the magnitude of the change rate of the steering operation amount of the driver is larger than the first reference value for the control start determination. When it becomes smaller than the second reference value of the control start determination later, it can be determined that the control of the trajectory should be started by the determination.

  Further, according to the present invention, in order to effectively achieve the main problem described above, in the situation where the trajectory is controlled in the configuration according to any one of claims 1 to 5, the operation is performed. The magnitude of the change rate of the driver's steering operation amount becomes larger than the first reference value of the control update determination after the magnitude of the change rate of the driver's steering operation amount becomes larger than the first reference value of the control update determination. Is configured to determine that the control of the trajectory should be updated.

  According to the configuration of claim 12, in the situation where the trajectory is being controlled, the magnitude of the change rate of the steering operation amount of the driver is larger than the first reference value for the control update determination. When it becomes smaller than the second reference value of the control update determination later, it can be determined that the control of the locus should be updated by the determination.

  According to the present invention, in order to effectively achieve the above main problem, in the configuration of claim 4, the distance from the vehicle to the coordinate axis of the time at the time point is used as the reference distance. A target distance is obtained as a product of a reference distance and a natural exponential function having an elapsed time from the time point as an index variable, and the target locus is obtained as a line connecting the position of the target distance from the coordinate axis of the time. (Structure of claim 13).

  According to the structure of claim 13, the target distance is obtained as a product of the reference distance and a natural exponential function using the elapsed time from the reference time as an index variable, and the target is connected as a line connecting the position of the target distance from the time coordinate axis. The trajectory can be obtained.

  Further, according to the present invention, in order to effectively achieve the above main problem, in the configuration of the above-mentioned claim 13, after the change of the visual information outside the vehicle related to the necessity of the steering operation occurs, Is a general time required to perceive the change of the visual information is ΔT, a Weber ratio is −k, an elapsed time from the time is t, and the natural exponential function is − (k / ΔT) It is comprised so that it may be set to t (structure of Claim 14).

  According to the configuration of the above-described claim 14, since the exponent of the natural exponential function is − (k / ΔT) t, the target distance of the vehicle that matches the human perceptual characteristic is obtained, and thereby the human perceptual characteristic is met. The target locus of the vehicle can be obtained.

  According to the present invention, in order to effectively achieve the main problems described above, in the structure according to any one of claims 1 to 5, the steering angle control means is a steering operated by a driver. A semi-by-wire steering angle control means having a steering transmission ratio variable means for changing a steering transmission ratio by driving a steering wheel relative to an input means, and a control means for controlling the steering transmission ratio variable means. It is comprised so that it may exist (structure of Claim 15).

  According to the configuration of the fifteenth aspect of the present invention, in a vehicle including a semi-by-wire type steering angle control means having a steering transmission ratio variable means, the steering transmission ratio of the steering wheel is changed by changing the steering transmission ratio by the steering transmission ratio variable means. The rudder angle can be controlled.

  According to the present invention, in order to effectively achieve the above main problem, in the configuration according to any one of claims 1 to 5, the rudder angle control means changes a rudder angle of a steered wheel. Steering means, means for detecting the steering operation amount of the driver with respect to the steering input means, and normally controlling the steering means based on the steering operation amount of the driver, and if necessary, steering of the driver It is comprised so that it may be a by-wire type steering angle control means which has a control means which controls the said steering means without depending on operation (Structure of Claim 16).

According to the configuration of the above aspect 16, in the vehicle provided with the by-wire type steering angle control means, the steering angle of the steered wheels is controlled without depending on the steering operation of the driver by controlling the steering means. can do.
[Preferred embodiment of problem solving means]

  According to one preferable aspect of the present invention, in the configuration according to any one of claims 1 to 5, the predetermined range is set as a range in the width direction of the traveling path at the target arrival position. (Preferred embodiment 1).

  According to another preferred embodiment of the present invention, in the configuration according to any one of claims 1 to 5, the predetermined range is narrower when the vehicle speed is high than when the vehicle speed is low. In accordance with the above, it is configured to reduce the inflection (preferred aspect 2).

  According to another preferred aspect of the present invention, in the configuration according to any one of claims 1 to 5, the target arrival position is corrected so as to be within a predetermined range of the travel path, and the vehicle travels the target. The target rudder angle is corrected by calculating the target rudder angle of the steered wheels for causing the vehicle to travel along the target trajectory necessary to reach the corrected target arrival position in the direction (preferred aspect) 3).

  According to another preferred aspect of the present invention, in the configuration of claim 2, the direction of the target arrival position with respect to the longitudinal direction of the vehicle is corrected so that the target arrival position is within a predetermined range of the travel path. The correction coefficient for correcting the distance from the vehicle to the target arrival position at the time point is calculated without performing this (preferred aspect 4).

  According to another preferred aspect of the present invention, in the configuration of claim 3 above, the control of the trajectory is terminated and an alarm is issued (preferred aspect 5).

  According to another preferred embodiment of the present invention, in the configuration according to any one of the first to fifth aspects, the travel control device includes a driver's steering operation amount and vehicle speed and a target steering angle of the steered wheel. The relationship is stored, and the target steering angle of the steered wheels is calculated from the relationship based on the driver's steering operation amount and vehicle speed at the time when it is determined that the control of the vehicle trajectory should be started or updated. (Preferred embodiment 6).

  According to another preferred aspect of the present invention, in the configuration according to any one of the first to fifth aspects, the travel control device is configured to control the steering wheel until a preset condition for controlling the trajectory is satisfied. The steering angle is configured to be controlled (preferred aspect 7).

  According to another preferred embodiment of the present invention, in the configuration according to any one of claims 1 to 5, when the traveling control device determines that the control of the vehicle trajectory should not be started or updated. The steering angle of the steered wheels is controlled so as to achieve a preset steering transmission ratio (preferred aspect 8).

  According to another preferred aspect of the present invention, in the configuration of claim 4 above, the travel control device determines the elapsed time from the time when it is determined that the control of the vehicle trajectory should be started or updated, and the driver's The relationship between the steering operation amount and the vehicle speed and the target steering angle of the steered wheel is stored, and the elapsed time from the time when it is determined that the control of the vehicle locus should be started or updated, and the control of the vehicle locus is started or updated. The target steering angle of the steered wheels is calculated from the above relationship based on the steering operation amount and the vehicle speed of the driver at the time when it is determined that it should be performed (preferred aspect 9).

  According to another preferred aspect of the present invention, in the configuration of claim 5, the travel control device stores the relationship between the driver's steering operation amount and the vehicle speed and the target steering angle of the steered wheels. The amount of steering operation and the vehicle speed of the driver at the time when it is determined that the control of the vehicle trajectory should be started or updated regardless of the elapsed time from the time when it is determined that the control of the vehicle trajectory should be started or updated. Based on the above relationship, the target steering angle of the steered wheels is calculated (preferred aspect 10).

  According to another preferred aspect of the present invention, in the configuration of claim 15, the vehicle has an auxiliary steering force generating means for generating an auxiliary steering force for assisting the steering operation by the driver, and the driver's steering. An auxiliary steering force control means for controlling the auxiliary steering force generation means based on the target auxiliary steering force for reducing the burden, and the auxiliary steering force control means is in a situation where the trajectory is controlled. Estimating the amount of fluctuation of the steering force resulting from the control of the steering angle of the steered wheels by the steering angle control means, correcting the detected steering force with the amount of fluctuation of the steering force, and driving based on the corrected steering force The auxiliary steering force necessary for reducing the steering burden on the user is calculated, and the sum of the required auxiliary steering force and the fluctuation amount of the steering force is set as the target auxiliary steering force (preferred aspect 11).

  According to another preferred aspect of the present invention, in the configuration of claim 16, the vehicle generates a steering reaction force generating means for generating a steering reaction force, and a steering reaction force generating means based on the target steering reaction force. A steering reaction force imparting device having a steering reaction force control means for controlling the steering reaction force control means, the steering reaction force control means being influenced by the steering angle control means by the steering angle control means based on the steering operation amount of the driver. The basic steering reaction force is calculated, and the target steering reaction force is calculated based on a value obtained by subtracting the steering reaction force reduction amount for reducing the driver's steering burden from the basic steering reaction force ( Preferred embodiment 11).

1 is a schematic configuration diagram showing a first embodiment of a vehicle travel control device according to the present invention applied to a vehicle equipped with a steering angle varying device and an electric power steering device. It is a flowchart which shows the main routine of the traveling control in 1st embodiment. It is a flowchart which shows the establishment determination routine of the start condition of locus | trajectory control in 1st embodiment. It is a flowchart which shows the establishment determination routine of the update conditions of locus | trajectory control in 1st embodiment. It is a flowchart which shows the target steering angle calculation routine of the front wheel in 1st embodiment. It is a flowchart which shows the rudder angle control routine of the front wheel in 1st embodiment. It is a graph which shows the relationship between the vehicle speed V and the target steering gear ratio Nt. It is a graph which shows the relationship between steering torque Thd or Thda, and basic assist torque Tpab. It is a graph which shows the relationship between the vehicle speed V and the vehicle speed coefficient Kv. It is a graph which shows the relationship between steering torque Thd or Thda, vehicle speed V, and basic assist torque Tpab. It is explanatory drawing which shows the point of determination whether the target arrival position P1 'exists in the predetermined range. It is explanatory drawing which shows the point of correction | amendment of the length A of the guide rod 110 about the case where target attainment position P1 'exists in the radial direction outer side with respect to a predetermined range. It is explanatory drawing which shows the point of correction | amendment of the length A of the guide rod 110 about the case where target attainment position P1 'exists in a radial direction inner side with respect to a predetermined range. It is a graph which shows the relationship between the vehicle speed V and the minimum reference value Ka1 and the maximum reference value Ka2 of the correction coefficient Ka. It is a flowchart which shows the main routine of the traveling control in 3rd embodiment. It is a flowchart which shows the target steering angle calculation routine of the front wheel in 3rd embodiment. FIG. 17 is a flowchart showing a subroutine of front wheel target rudder angle calculation in step 450 of FIG. 16. FIG. FIG. 17 is a flowchart showing a subroutine of front wheel target rudder angle calculation in step 500 of FIG. 16. FIG. 9 is a schematic configuration diagram showing a fifth embodiment of a vehicle travel control device according to the present invention applied to a vehicle equipped with a by-wire type steering device. It is a flowchart which shows the main routine of the traveling control in 5th embodiment. It is a flowchart which shows the rudder angle control routine of the front wheel in 5th embodiment. It is a graph which shows the relationship between the steering torque Th0 after correction | amendment, and the basic steering burden reduction torque Tpadb. It is a graph which shows the relationship between the steering torque Th0 after correction | amendment, the vehicle speed V, and the basic steering burden reduction torque Tpadb. It is a flowchart which shows the steering-angle control routine of the front wheel in 7th embodiment. It is explanatory drawing which shows the case where the vehicle of a two-wheel model changes a course. It is explanatory drawing which shows the case where a vehicle carries out a regular circle | round | yen and draws an arc-shaped locus | trajectory. It is explanatory drawing which shows the circular-arc-shaped locus | trajectory of the vehicle by steady circle turning about the case where the rudder angle of a front wheel is a rudder angle corrected based on the rudder angle and guide rod model corresponding to a driver | operator's steering operation amount. Explanatory diagram showing a minimum amount Δx ″ that allows a person to perceive a change in the horizontal acceleration x ″ and a minimum time ΔT required for a person to perceive a change in the minimum amount minimum amount Δx ″ in a situation where the horizontal acceleration x ″ changes. It is. It is explanatory drawing which shows the case where a vehicle travels by drawing the locus | trajectory of an exponential function from the reference position of a guide rod to the front-end | tip position of a guide rod. FIG. 5 is an explanatory diagram showing a situation in which the vehicle moves to a position between the reference position of the guide rod and the tip position of the guide rod when the vehicle travels while drawing an exponential function locus. It is explanatory drawing which shows decomposition | disassembly of the vehicle speed into the component parallel to the coordinate axis regarding distance, and the coordinate axis regarding time about the condition shown by FIG. It is explanatory drawing which shows the point which correct | amends the length of a guide bar so that a target locus | trajectory may be an arc-shaped locus | trajectory so that it may adapt to a travel path. It is explanatory drawing which shows the point which correct | amends the length of a guide bar so that a target locus | trajectory may be a locus | trajectory of an exponential function so that it may suit a travel path.

General Description of Embodiments Prior to the description of specific embodiments, technical matters common to the embodiments will be described generally.
1) Guide rod model

  Since the driver's intention regarding the vehicle trajectory is considered to be reflected in the driver's steering operation amount, the direction of the front wheel that is the steering wheel, that is, the steering angle of the front wheel is considered to be the driver's forward gaze direction. May be. Therefore, a virtual vehicle having a virtual guide rod installed on the front wheel is defined, and it is assumed that the driver is driving the vehicle so that the tip of the guide rod moves along a desired locus. In that case, it is considered that the forward gaze distance, that is, the distance from the vehicle to the position where the driver gazes corresponds to the length of the guide rod and changes according to the vehicle speed.

  In the present specification, a vehicle model provided with the above-described virtual guide rod is referred to as a “guide rod model”. According to the guide rod model, a preferable target trajectory of the vehicle can be set as a trajectory passing through the tip of the guide rod based on the driver's steering operation amount and vehicle speed when the driver tries to change the course of the vehicle. it can.

  Therefore, by controlling the rudder angle of the front wheels so that the vehicle travels along the set target trajectory, the vehicle surrounding information is not required to be acquired by photographing or communicating from outside the vehicle. Can be driven along a preferable target locus.

  In order to facilitate understanding of the vehicle trajectory control based on the guide rod model, it is assumed that the vehicle is a two-wheel model vehicle 104 including a front wheel 100 and a rear wheel 102 as shown in FIG. Consider a case where the vehicle 104 changes its course to a target course 108 that is inclined by an angle φ with respect to a line 106 indicating the front-rear direction. The unit of angle is rad.

  As shown in the figure, it is assumed that a virtual guide rod 110 protrudes from the center O of the front wheel 100 to a point P on the target course 108 along the front-rear direction of the front wheel in the front-rear direction of the vehicle. Let the inclination angle be β. The length of the guide rod 110, that is, the length of the line segment OP is A, and the angle formed by the target course 108 and the guide rod 110 is α. The distance from the center O of the front wheel 100 to the target course 108 is x, and the steering angle of the front wheel 100 is δ (δ = β). Further, the wheel base of the vehicle 104 is WB, and the vehicle speed is V. The unit of length is m, and the unit of time is sec.

  When the minute time dt elapses without the steering angle δ and the vehicle speed V changing, the vehicle 104 moves from the position indicated by the solid line to the position indicated by the broken line, and the accompanying angle φ and distance x The following formulas 1 to 4 are established, where dφ and distance dx are respectively changed. Since the minute time dt is very small, it is considered that the front wheel 100 moves to a point on the guide rod 110 and the rear wheel 102 moves to a point on the line 106 indicating the front-rear direction of the vehicle before movement as shown in the figure. Good.

β = φ-α (1)
x = A * sinα (2)
-WBdφ = Vdt * sinβ (3)
-Dx = Vdt * sinα (4)

Differentiating Equation 2 by α yields Equation 5 below, so dx is expressed by Equation 6 below.
dx / dα = A * cosα (5)
dx = A * cosα * dα (6)

By substituting Equation 6 into Equation 4 above, the following Equation 7 is obtained, so that the length A of the guide rod is expressed by Equation 8 below.
-A * cosα * dα = Vdt * sinα (7)
A =-(Vdt * sinα) / (cosα * dα)
=-(Vdt * tanα) / dα
= −Vdt * {1 / (cosα) ² } (8)

Further, when Equation 3 is solved for Vdt, the following Equation 9 is obtained, and when Equation 9 is substituted into Equation 8, the following Equation 10 is obtained.
Vdt = (− WBdφ) / sinβ (9)
A = − (− WBdφ) / sinβ * {1 / (cosα) ² } (10)

Non-straight running of the vehicle such as turning can be considered as a combination of steady circular running, and when the locus is an arc, the angles α and β are the same. Β is the same as the steering angle δ of the front wheels. Therefore, the length A of the guide rod can be expressed by Equation 11 by rewriting the angles α and β in Equation 10 to the steering angle δ.
A = (WBdφ) / sinδ * {1 / (cosδ) ² } (11)

In equation 11, dφ is the yaw rate YR of the vehicle, and the yaw rate YR is expressed by equation 12 below.
YR = V / WB * δ (12)

Therefore, the length A of the guide rod can be expressed by Expression 13 by substituting Expression 12 into dφ of Expression 11.
A = WB (V / WB * δ) / sinδ * {1 / (cosδ) ² }
= (V * δ) / sinδ * {1 / (cosδ) ² } (13)

  If the sign of the steering angle δ differs depending on whether the turning direction of the vehicle is a left turn or a right turn, if the sign of the steering angle δ is reversed by reversing the turning direction of the vehicle, the sign of sin δ is also the same. Therefore, the length A of the guide rod is always a positive value.

  In the above description, the guide rod model has been described on the assumption that the guide rod 110 has the center O of the front wheel 100 as a reference position and protrudes forward from the reference position along the front-rear direction of the front wheel. However, since it is preferable to consider the vehicle trajectory as the trajectory of the center of gravity of the vehicle, in the following description, the guide rod has the center of gravity of the vehicle as a reference position and the front of the vehicle along the front-rear direction of the front wheel from the reference position. Suppose that

2) Arc-shaped trajectory Next, as shown in FIG. 26, the steering angle δ and the vehicle speed V of the front wheels are set to constant values, and the vehicle 104 turns in a steady circle. From the position P0 to the position P1, the arc shape Let us consider a case where the vehicle travels while drawing its trajectory Tc. In this case, the line segment corresponding to the guide rod when the center of gravity of the vehicle 104 is at the position P0 extends from the reference point P0 to the tip P1.

Since the motion of the vehicle 104 is a steady circular turning motion, the yaw rate YR of the vehicle is expressed by the above formula 12, and the lateral acceleration LA of the vehicle is expressed by the following formula 14.
LA = YR * V (14)

Therefore, the radius R of the arcuate trajectory Tc is expressed by the following Expression 15.
R ⁼ V 2 / LA
= V ² / (YR * V)
= V / YR
= V / (V / WB * δ)
= WB / δ (15)

  As shown in FIG. 26, a line 106 indicating the front-rear direction of the vehicle 104 and a line 108 indicating the target course are tangent lines that touch the arcuate trajectory Tc at positions P0 and P1, respectively. Let Q1 be the intersection of the lines 106 and 108, and let Q2 be the foot of the perpendicular line that descends from the center Oc of the arc-shaped locus Tc to the guide rod 110. Since the triangle P0OcP1 is an isosceles triangle having the center Oc as a vertex, the angle P0OcQ2 and the angle P1OcQ2 are equal to each other, and these are γ. Also, the angle OcP0Q2 and the angle OcP1Q2 are equal to each other, and these are λ.

As understood from FIG. 26, the following equations 16 and 17 are established. Thus, the angle γ is the same as the angles α and δ.
α + λ = δ + λ = π / 2 (16)
γ + λ = π / 2 (17)

As can be seen from FIG. 26, the length A0 of the line segment corresponding to the guide rod is twice the line segment P0Q2, and the length of the line segment P0Q2 is R * sinγ = R * sinδ. Therefore, the length A0 of the line segment corresponding to the guide rod is expressed by Equation 18.
A0 = 2R * sinδ
= 2 (WB / δ) * sinδ (18)

  The length A0 of the line segment corresponding to the guide rod expressed by Equation 18 does not include the vehicle speed V and does not depend on the vehicle speed V. From the comparison between the length A0 of this line segment and the length A of the guide rod represented by Equation 13, if the rudder angle δ of the front wheel is not corrected, it follows an arcuate path passing through the tip of the guide rod 110. It can be seen that the vehicle cannot be driven. In other words, in order to set the length A0 of the line segment to the same value as the length A of the guide rod represented by Expression 13, the steering angle determined by the driver's steering operation amount and the steering gear ratio (“originally The steering angle of the front wheels must be corrected to a value different from δ).

  As shown in FIG. 27, when the rudder angle of the front wheels is modified from the original rudder angle δ to the modified rudder angle δ ′, the vehicle 104 has an arcuate trajectory Tc passing through the tip P1 ′ of the guide rod 110. Suppose that it can drive along '. Further, it is assumed that the center and radius of the arc-shaped locus Tc ′ are Oc ′ and R ′, respectively.

The radius R ′ is expressed by the following equation 19 corresponding to the above equation 15.
R ′ = WB / δ ′ (19)

Since the triangle P0P1Oc and the triangle P0P1'Oc 'are similar, the following equation 20 holds.
R / R '= A0 / A (20)

Substituting the above equation 13 and the above equations 15, 18, and 19 in which δ is rewritten into δ ′ into this equation 20, the following equation 21 is obtained.
δ ′ / δ = 2WB * sinδ ′ * sinδ * (cosδ ′) ² / (V * δ ′ * δ)
(21)

When the steering angle δ of the front wheel and the corrected steering angle δ ′ are small values, sin δ and sin δ ′ may be regarded as δ and δ ′, respectively, and cos δ ′ is regarded as 1. Good. Therefore, the rudder angle δ ′ after correction is expressed by the following formula 22 obtained by modifying the above formula 21.
δ ′ = (2WB / V) * δ (22)

Assuming that the steering angle as the amount of steering operation of the driver is θ and the steering gear ratio is N, the original steering angle δ of the front wheels is expressed by the following Expression 23. The steering gear ratio N may be constant, or may be a value variably set according to the vehicle speed V, for example.
δ = θ / N (23)

Therefore, the corrected steering angle δ ′ is expressed by the following Expression 24.
δ ′ = (2WB / V) * θ / N (24)

Further, Ta is the time required for the vehicle to travel along the arcuate trajectory Tc 'from the position P0 to the position P1' in a state where the steering angle and the vehicle speed of the front wheels are maintained at constant δ 'and V, respectively. The time Ta is a time required for the circular motion at the yaw rate YR expressed by the equation 25 along the fan-shaped circular arc having the central angle 2γ = 2δ and the radius R ′. Therefore, the time Ta is 1 [sec] as represented by the equation 26, and does not depend on the vehicle speed V.
YR = V / WB * δ ′ (25)
Ta = 2δ / YR
= 2WB * δ / (V * δ ′)
= 2WB * δ / {V * (2WB / V) * δ}
= 1 (26)

  Therefore, in a situation where the original steering angle of the front wheels is δ, by controlling the steering angle of the front wheels by maintaining the vehicle speed V at a constant value and setting the target steering angle δat to the corrected steering angle δ ′. The vehicle can travel along an arcuate trajectory Tc ′ passing through the tip P1 ′ of the guide rod 110. Regardless of the value of the vehicle speed V, the vehicle passes the position P1 'when the time Ta = 1 [sec] has elapsed.

3) Exponential function locus From the above equation 2, the following equation 27 holds. However, from Equation 1, α = φ−β.
x ′ = − V * sin α (27)

From the above equations 2 and 27, the following equation 28 is established, and the equation 28 indicates that the distance x is a variable that changes according to the Weber rule.
x '=-(V / A) x (28)

Solving Equation 28 yields Equation 29. Therefore, by controlling the distance x so as to change according to the equation 29, the distance x can be controlled according to the Weber rule. X ₀ is the value of the distance x when the time t is 0.
x = x ₀ * exp {-(V / A) * t} (29)

Next, let us consider adapting the control of the distance x based on the above equation 29 to human perceptual characteristics. As shown in FIG. 28, when the horizontal acceleration x ″ of the vehicle, which is the twice differential value of the distance x, increases, the minimum amount that a person can perceive the change in the horizontal acceleration x ″ is Δx ″. The minimum time required for a person to perceive the change Δx ″ of the horizontal acceleration x ″ is ΔT. The minimum amount Δx ″ is expressed by the following equation 30 where the rate of change of the horizontal acceleration x ″ is x ″ ′.
Δx ″ = x ″ ′ * ΔT (30)

As can be seen from FIG. 28, the rate of change x ″ ″ of the horizontal acceleration x ″ is expressed by the following equation 31.
x ″ ′ = {(x ″ + Δx ″) − x ″} / {(T + ΔT) −T}
= Δx ″ / ΔT (31)

Since the following equation 32 is obtained by differentiating the equation 28 twice, the following equation 33 is established.
x ″ ′ = − (V / A) * x ″ (32)
x ″ ′ / x ″ = − (V / A) (33)

By substituting the equation 31 into the equation 33 and modifying it, the following equation 34 is obtained.
Δx ″ / x ″ = − (V / A) * ΔT (34)

Since the above equation 34 is an equation forming the Weber ratio, the above equation 34 can be rewritten as the following equation 35 with the Weber ratio being −k. However, k is a positive value represented by Expression 36.
Δx ″ / x ″ = − k (35)
k = (V / A) * ΔT (36)

  The minimum time ΔT is a value with individual differences, but the minimum time ΔT is an average constant value, and the Weber ratio −k is also a constant value.

The above equation 35 is modified as shown in the following equation 37, and the equation 37 is substituted into the above equation 30 and modified to obtain the following equation 38. Then, by solving the following equation 38, the following equation 39 is obtained.
Δx ″ = − k * x ″ (37)
x ″ ′ * ΔT = −k * x ″ (38)
x = x ₀ * exp {− (k / ΔT) * t} (39)

  The above equations 29 and 39 both indicate that the distance x is an exponential function of the time t. According to the equation 39, the Weber ratio that does not depend on the vehicle speed V for the distance x, and hence the trajectory of the preferred exponential function of the vehicle. k and the minimum time ΔT.

Therefore, by controlling the vehicle trajectory using the above equation 39, the following advantages can be obtained as compared with the case where the vehicle locus is controlled using the above equation 29 depending on the vehicle speed V.
(1) Since the above equation 39 does not include the vehicle speed V, the amount of calculation can be reduced and the control can be simplified.
(2) The trajectory of the vehicle can be controlled to a preferable exponential function trajectory adapted to human perceptual characteristics.

  As can be understood from the above description, by controlling the vehicle trajectory by controlling the distance x according to Equation 39, the trajectory of the vehicle can be made an exponential function trajectory that is more favorable for human perception characteristics than an arc-shaped trajectory. it can.

  However, even if the trajectory of the vehicle is set as an exponential trajectory according to the above equation 39, if the time Tb required for the vehicle to reach the position P1 ′ is the same as the time Ta when the trajectory of the vehicle is an arc-shaped trajectory. Is not limited.

Therefore, the above equation 39 is rewritten as the following equation 40, where D is a correction coefficient for setting the time Tb to the same value as the time Ta.
x = x ₀ * exp {− (k / ΔT) D * t} (40)

In order to set the time Tb required for the vehicle to reach the position P1 'as the time Ta, the distance x can be changed to xb when the time t is Ta in Equation 40, with xb being a positive constant close to 0. Therefore, the following equation 41 should be satisfied. Since Ta is 1 [sec], when equation 41 is solved for correction coefficient D, equation 42 is obtained.
_{xb = x 0 * exp {-} (k / ΔT) D * Ta} ...... (41)
D = − (log _e xb−log _e x ₀ ) * ΔT / (k * Ta)
=-(Log _e xb-log _e x ₀ ) * ΔT / k (42)

  As shown in FIG. 29, by controlling the rudder angle δ of the front wheels so that the distance x changes in accordance with the above equation 40, an index from the reference position P0 of the guide rod to the tip position P1 ′ of the guide rod is exponential. Consider a case where the vehicle travels while drawing a function locus Te.

  Assume that the perpendicular foot drawn from the reference position P0 of the guide rod to the line 108 indicating the target course is the intersection point Q3. The exponential function represented by the above equation 40 is an orthogonal function in which the line 108 indicating the target course is a coordinate axis related to time, the line 106 indicating the longitudinal direction of the vehicle 104 is the coordinate axis related to the distance x, and the intersection Q3 is the origin. It is a function.

Assuming that the distance between the position P1 and the intersection point Q3 and the distance between the position P0 and the position intersection point Q3 are B and C, respectively, the distances B and C are expressed by the following equations 43 and 44, respectively.
B = A * cosδ (43)
C = A * sinδ
= 2R '* sinδ * sinδ
= 2 (WB / δ ′) * (sinδ) ² (44)

When the steering angle δ is small, it may be considered that sin δ is equal to δ. Therefore, the distance C is expressed by the following equation 45 by substituting the equation 22 into the equation 44 and setting sin δ = δ. The distance C is a value x ₀ of the distance x when the time t is 0, is a positive value. Thus, it is possible to obtain the distance x ₀ by Equation 46 below corresponding to formula 45.
C = (V / δ) * δ ²
= V * δ (45)
x ₀ = V * | δ | (46)

Thus calculated correction coefficient D and the distance x ₀ by the respective formulas 42 and 46, by controlling the distance x according to equation 40, the time Ta = 1 arrives at the vehicle substantially located P1 'when [sec] has elapsed Thus, the vehicle can travel along the locus Te of the exponential function.

  Next, the control of the steering angle of the front wheels for controlling the vehicle trajectory to a preferable exponential trajectory Te by changing the distance x according to the above equations 40, 42 and 46 will be described.

First, the steering angle δ and the vehicle speed V of the front wheel are set to a constant δ ′ and a constant value, respectively, and the vehicle draws an arc-shaped trajectory Tc ′ from the guide rod reference position P0 to the guide rod tip position P1 ′. Consider the lateral acceleration LAa of the vehicle when traveling. If the slip angle of the vehicle is 0, the lateral acceleration LAa of the vehicle is equal to the product of the yaw rate YR and the vehicle speed V expressed by Equation 25, and is a value obtained by Equation 47 below.
LAa = YR * V
= V / WB * δ '* V
= V ² / WB * δ ′
^{= V 2 / WB * (2WB} / V) * θ / N
= 2V * θ / N (47)

  Further, when the vehicle speed V is set to a constant value and the steering angle δ of the front wheels is variably controlled to δb, the vehicle is expressed by the above equation 40 from the reference position P0 of the guide rod to the tip position P1 ′ of the guide rod. Consider the lateral acceleration LAb of the vehicle when traveling along an exponential function locus Te.

As shown in FIG. 30 and FIG. 31, in the situation where the vehicle has moved to the position P3 between the reference position P0 and the tip position P1 ', the vehicle speed V is a component Vx parallel to the coordinate axis related to the distance x and the coordinate axis related to time. 48, the following equation 48 is established.
V = (Vx ² + Vy ² ) ^1/2 (48)

Since the component Vx parallel to the coordinate axis with respect to the distance x is equal to the change rate of the distance expressed by the equation 40, the component Vx can be obtained by the following equation 49.
Vx = dx / dt
= | D [x ₀ * exp {-(k / ΔT) D * t}] / dt
= | -V * δ * (k / ΔT * D) * exp {-(k / ΔT) D * t} | (49)

From Expression 48 and Expression 49, it can be seen that a component Vy parallel to the coordinate axis with respect to time can be obtained by Expression 50 below.
Vy = (V ² −Vx ² ) ^1/2 (50)

As shown in FIG. 31, the angle formed by the line 106 indicating the longitudinal direction of the vehicle with respect to the line 112 parallel to the coordinate axis related to the distance x, that is, the angle formed by the component Vx parallel to the coordinate axis related to the distance x with respect to the vehicle speed V. It is assumed that σ. If the slip angle of the vehicle is 0, the following equation 51 is established. Therefore, the angle σ is expressed by the following formula 52.
tanσ = Vy / Vx (51)
σ = tan ⁻¹ (Vy / Vx) (52)

The vehicle lateral component of the component Vx parallel to the coordinate axis with respect to the distance x is defined as Vxx, and the vehicle lateral component of the component Vy parallel to the coordinate axis with respect to time is defined as Vyx. The components Vxx and Vyx in the lateral direction of the vehicle are expressed by equations 53 and 54, respectively.
Vxx = Vx * sinσ (53)
Vyx = Vy * cosσ (54)

Therefore, the lateral speed Vz of the vehicle when the vehicle travels along an exponential function locus Te is expressed by the following equation 55, and the lateral acceleration LAb of the vehicle is expressed by the following equation 56.
Vz = Vyx-Vxx
= Vy * cosσ-Vx * sinσ (55)
LAb = d (Vz) / dt (56)

A deviation ΔLA between the lateral acceleration LAb of the vehicle when the vehicle travels along an exponential locus Te and the lateral acceleration LAa of the vehicle when the vehicle travels along an arcuate locus Tc is expressed by Expression 57. .
ΔLA = LAb−LAa (57)

The yaw rate YR of the vehicle is a value obtained by replacing δ ′ in Equation 25 with δb, and is a value obtained by dividing the lateral acceleration LAb of the vehicle by the vehicle speed V, so Equation 58 is established.
V / WB * δb = LAb / V (58)

Therefore, the steering angle δb of the front wheel for driving the vehicle so as to draw the locus Te of the exponential function is obtained by the following equation 59.
δb = (LAb / V) / (V / WB)
= (WB / V ² ) * LAb (59)

Necessary for driving the vehicle to draw an exponential function locus Te on the basis of the steering angle δa of the front wheels (target steering angle δat = δ ′) for running the vehicle so as to draw an arc-shaped locus Tc ′. Let Δδb be the amount of correction of the steering angle of the front wheels. The correction amount Δδb of the front wheel rudder angle is obtained by the following equation 60 when turning left, and is obtained by equation 61 below when turning left.
Δδb = (WB / V ² ) * ΔLA (60)
Δδb = − (WB / V ² ) * ΔLA (61)

The steering angle δa of the front wheels for driving the vehicle so as to draw an arcuate trajectory Tc ′ is the corrected steering angle δ ′ represented by Expression 24. Therefore, the target rudder angle δbt of the front wheels for driving the vehicle so as to draw the locus Te of the exponential function is obtained by the following equation 62 when turning left and by the following equation 63 when turning right.
δbt = δ ′ + Δδb
= (2WB / V) * θ / N + (WB / V ² ) * ΔLA (62)
δbt = δ ′ + Δδb
= (2WB / V) * θ / N- (WB / V ² ) * ΔLA (63)

4) Correction of target arrival position The vehicle 104 acquires information on the travel path 112 from the navigation device or the like, and it is determined that the relationship of the tip (target arrival position) P1 ′ of the guide rod 110 to the travel path 112 is not appropriate. Think about the case. When there are a plurality of lanes on one side of the road, the traveling road may be a single lane.

4-1) Circular Trajectory As shown in FIG. 32, in order to set the target arrival position to an appropriate position with respect to the travel path 112, the target arrival position is the target arrival position P 1 ″ in the travel path 112. It is assumed that the length A of the guide rod 110 needs to be corrected to A ″ (= Ka * A) times Ka (positive value) so that Then, the center and radius of the arc-shaped trajectory Tc ″ when the target arrival position is the position P1 ″ are Oc ″ and R ″, respectively, and the steering angle of the front wheels is δ ″. expressed.
R ″ = Ka * R ′
= Ka * WB / δ '(64)

The radius R ″ is expressed by the following formula 65 corresponding to the above formula 15.
R ″ = WB / δ ″ (65)

From the above formulas 64 and 65, the steering angle δ ″ of the front wheels is represented by the following formula 66. Therefore, from the following formulas 66 and 24, the steering angle δ ″ of the front wheels is represented by the following formula 67.
δ ″ = δ ′ / Ka (66)
δ ″ = (2 WB / V) * δ / Ka
= (2WB / V) * θ / (Ka * N) (67)

Further, Ta ″ is the time required for the vehicle to travel along the arcuate trajectory Tc ″ from the position P0 to the position P1 ″ with the steering angle and vehicle speed of the front wheels maintained at constant δ ″ and V, respectively. The time Ta ″ is the time required for the circular motion at the yaw rate YR expressed by the following equation 68 along the fan-shaped arc having the central angle 2γ = 2δ and the radius R ″. Therefore, the time Ta ″ is Ka [sec] as represented by the following expression 69, and does not depend on the vehicle speed V.
YR = V / WB * δ ″ (68)
Ta ″ = 2δ / YR
= 2WB * δ / (V * δ ″)
= 2WB * δ / {V * (2WB / V) * δ / Ka}
= Ka (69)

  Therefore, in the situation where the original steering angle of the front wheels is δ, by controlling the steering angle of the front wheels by maintaining the vehicle speed V at a constant value and setting the target steering angle δat to the corrected steering angle δ ″. The vehicle can travel along an arcuate trajectory Tc ″ passing through the corrected tip P1 ″ of the guide rod 110. The vehicle passes the time Ta = Ka [sec] regardless of the value of the vehicle speed V. Sometimes it passes through position P1 ″.

4-2) Exponential Function Trajectory As shown in FIG. 33, the length A of the guide rod 110 is Ka (positive value) times A so that the target arrival position becomes the target arrival position P1 ″ in the road 112. It is assumed that the vehicle travels to the target arrival position P1 "along the exponential function locus Te". Since each of the distances B and C corresponding distance B "and C" would Ka times of the respective distances B and C, x ₀ of the formula 40 is expressed by Equation 70 below corresponding to the formula 46.
x ₀ = Ka * V * | δ | (70)

Further, in order to set the time Tb required for the vehicle to reach the position P1 ″ as the time Ta ″, the distance x is set when xb is a positive constant close to 0 and the time t is Ta ″ in the equation 40. Therefore, it is sufficient that xb is satisfied, and therefore the following expression 71 is satisfied. Since Ta ″ is Ka [sec], the expression 72 is obtained by solving the expression 71 with respect to the correction coefficient D.
xb = x ₀ * exp {-(k / ΔT) D * Ta ″} (71)
D = − (log _e xb−log _e x ₀ ) * ΔT / (k * Ta ″)
= − (Log _e xb−log _e x ₀ ) * ΔT / (k * Ka) (72)

Thus calculated correction coefficient D and the distance x ₀ by the respective formulas 72 and 71, by controlling the distance x according to the equation 40, the "position P1 vehicle substantially when elapses = Ka [sec]" time Ta The vehicle can be made to travel along the exponential trajectory Te ″ to reach it.

  Next, the control of the steering angle of the front wheels for controlling the vehicle trajectory to the trajectory Te ″ of the preferred exponential function by changing the distance x according to the above equations 40, 71 and 72 will be described.

First, the lateral acceleration LAa of the vehicle when the steering angle δ and the vehicle speed V of the front wheel are set to a constant δ ″ and a constant value, respectively, and the vehicle travels along an arcuate locus Tc ″ is expressed by the above equation 47. It is represented by the following equation 73.
LAa = YR * V
= V / WB * δ ″ * V
= V ² / WB * δ ″
^{= V 2 / WB * (2WB} / V) * θ / (Ka * N)
= 2V * θ / (Ka * N) (73)

In order to drive the vehicle to draw an exponential function locus Te ″ based on the steering angle δa of the front wheels (target steering angle δat = δ ″) for running the vehicle so as to draw an arcuate locus Tc ″. A necessary correction amount of the steering angle of the front wheels is Δδb ″. The correction amount Δδb ″ of the steering angle of the front wheels is obtained by the following equation 74 corresponding to the above equation 60 when turning left, and corresponds to the above equation 61 when turning right. It is obtained by the following equation 75, where ΔLA ″ is a value calculated according to the above equation 57, that is, a deviation between LAb calculated by the above equation 56 and LAa calculated by the above equation 73.
Δδb ″ = (WB / V ² ) * ΔLA ″ (74)
Δδb ″ = − (WB / V ² ) * ΔLA ″ (75)

The steering angle δa of the front wheels for driving the vehicle so as to draw the arc-shaped trajectory Tc ″ is the corrected steering angle δ ″ expressed by the equation 67. Accordingly, the target rudder angle δbt of the front wheels for driving the vehicle so as to draw the trajectory Te ″ of the exponential function is obtained by the following equation 76 when turning left, and by the following equation 77 when turning right. .
δbt = δ ″ + Δδb ″
= (2WB / V) * θ / (Ka * N) + (WB / V ² ) * ΔLA ″ (76)
δbt = δ ″ + Δδ ″
= (2WB / V) * θ / (Ka * N) − (WB / V ² ) * ΔLA ″ (77)

5) Control method of rudder angle of front wheel As will be understood from the above explanation, by controlling the rudder angle δ of the front wheel with the rudder angle δ ′ represented by the equation 24 as the target rudder angle δat, the arcuate locus Tc ′ is obtained. The vehicle can be driven to draw. Similarly, by controlling the steering angle δ of the front wheels with the steering angle δ ″ represented by Expression 67 as the target steering angle δat, the vehicle can be driven to draw an arcuate locus Tc ″. In addition, by controlling the rudder angle δ of the front wheels so that the target rudder angle δbt obtained by the equation 62 or 63 is obtained, the vehicle can be driven to draw an exponential function locus Te. Similarly, by controlling the rudder angle δ of the front wheels so that the target rudder angle δbt obtained by Expression 76 or 77 is obtained, the vehicle can be driven to draw an exponential function locus Te ″.

  In both cases where the front wheel target rudder angle is δat and δbt, as a method of controlling the front wheel rudder angle δ to the target rudder angle, both feedforward control and feedback control are possible, Each has its advantages.

  The feedforward control calculates the target rudder angle when it is determined that the trajectory control should be started (at the start of control), and the rudder angle of the front wheels may be largely changed by the driver's steering operation after the control is started. On the assumption that there is no such thing, the steering angle of the front wheels is controlled to the target steering angle.

  In the case of feedforward control, the vehicle trajectory can be made the target trajectory without the driver performing a steering operation, so this control is more proficient in vehicle driving than a driver with a high level of vehicle driving proficiency. This control is suitable for low-level drivers.

  On the other hand, the feedback control calculates the target rudder angle at the start of control and assumes that the rudder angle of the front wheels may be changed by the steering operation of the driver after the start of control. The steering angle of the front wheels is controlled to the target steering angle by reducing the deviation from the angle.

  In the case of feedback control, the vehicle trajectory can be made the target trajectory even if the driver performs a steering operation, so this control has a vehicle driving proficiency level that is lower than that of a driver who has a low level of vehicle driving proficiency. This control is suitable for high drivers.

  It should be noted that the target trajectory is updated when a preset trajectory control update condition is satisfied, regardless of whether feed-forward control or feedback control is used to control the steering angle δ of the front wheels to the target rudder angle. Thus, the trajectory control is updated.

6) Front wheel rudder angle control device To control the vehicle trajectory to the target trajectory, the front wheel is steered independently of the driver's steering operation to correct the front wheel rudder angle to the target rudder angle. There is a need for a rudder angle control device that can be controlled.

  As such a steering angle control device, a mechanical steering angle control device in which a steering input means such as a steering wheel and a front wheel as a steering wheel are mechanically connected, and a steering input means and a front wheel are not mechanically connected. There is a non-mechanical rudder angle control device.

  The mechanical rudder angle control device drives the front wheels to be steered relative to the steering input means by an actuator. For example, a semi-steer-by-wire type steering device having a steering gear ratio variable device (VGRS) belongs to this. .

  In the non-mechanical steering angle control device, the steering input means and the drive means for driving to steer the front wheels are independent from each other, and both are electrically connected via the control device. For example, steer-by-wire steering The device belongs to this.

7) Classification of trajectory control and embodiments As will be understood from the above description, whether the trajectory is an arc or an exponential function, and whether the steering angle control is feedforward (FF) control or feedback (FB) The trajectory control according to the present invention can be classified into controls 1 to 4 depending on whether it is a control. Further, the controls 1 to 4 can be further classified into two types depending on whether the rudder angle control device is a mechanical rudder angle control device or a non-mechanical rudder angle control device.

  The first to eighth embodiments described below are classified as shown in Table 1 and Table 2 below according to the classification items. Tables 1 and 2 show a case where the steering angle control device is a mechanical steering angle control device and a case where the steering angle control device is a non-mechanical steering angle control device, respectively.

  In any of the first to eighth embodiments described later, the trajectory control is not started when the traveling control of another vehicle such as the anti-skid control is being executed. Further, when the start condition of the travel control of other vehicles such as the anti-skid control is satisfied in the situation where the trajectory control is being executed, the trajectory control is ended and the travel control of the other vehicle is started.

8) Control of steering reaction force in the case of a mechanical rudder angle control device As a method of controlling steering reaction force by power assist, there are a first method that does not detect steering torque and a second method that detects steering torque. .

8-1) The turning radius R when the first type vehicle turns in a steady circle is expressed by the above equation 15. Further, when the curvature of the vehicle trajectory is ρ, the turning radius R is expressed by the following equation 78.
R = 1 / ρ (78)

Therefore, the steering angle δ of the front wheels is expressed by the following formula 79.
δ = WB / R
= Ρ * WB (79)

If the sum of the front wheel caster rail and the pneumatic trail is Lt [m], and the front wheel cornering power is Kf [Nm / rad], the torque Ts around the kingpin axis of the front wheel with a steering angle of δ [rad] is It is represented by the following formula 80.
Ts = -2Lt * Kf * δ (80)

When the torque at the steering wheel as the steering input means, that is, the steering torque is Th, the torque Ts around the kingpin shaft of the front wheel is expressed by the following equation 81 using the steering gear ratio N (see equation 23 above). Is done.
Ts = Th * N (81)

From the above equations 80 and 81, the following equation 82 is established. Therefore, the steering torque Th is expressed by the following equation 83.
Th * N = -2Lt * Kf * δ (82)
Th = -2Lt * Kf * δ / N (83)

Equation 83 shows the relationship between the steering angle δ of the front wheels and the steering torque Th when the steering torque is not reduced by the power assist. Therefore, Tht expressed by the following equation 84 obtained by substituting equation 23 into equation 83 is the steering torque when the front wheel rudder angle is the original rudder angle δ, that is, the front wheel rudder angle by trajectory control. This is the steering torque when no correction is made.
Tht = -2Lt * Kf * θ / N ² (84)

Accordingly, assuming that the steering torque Tht represented by the equation 84 is a reference torque and the steering torque detected by the torque sensor is Thd, for example, the steering torque deviation ΔTh represented by the following equation 85 is used to correct the steering angle of the front wheels. This represents the fluctuation of the steering torque.
ΔTh = Thd−Tht (85)

Therefore, the steering torque obtained by removing the steering torque fluctuation ΔTh resulting from the correction of the steering angle of the front wheels from the detected steering torque Thd, that is, the steering torque not including the fluctuation of the steering torque resulting from the correction of the steering angle of the front wheels. Th0 is expressed by Equation 86 below.
Th0 = Thd−ΔTh
= Tht
= -2Lt * Kf * θ / N ² (86)

  Therefore, the steering torque Th0 expressed by the equation 86 is used as the corrected detected steering torque, and the target assist torque Tpat is calculated based on the detected steering torque, thereby being affected by fluctuations in the steering torque due to the correction of the steering angle of the front wheels. The steering burden on the driver can be reduced without any problems. The target assist torque Tpat may be calculated based on the corrected detected steering torque Th0 and the vehicle speed V so that the target assist torque Tpat increases as the corrected detected steering torque Th0 increases and decreases as the vehicle speed V increases.

8-2) Second method
8-2-1) Arc Target Trajectory As described above, when the target trajectory is an arc, the target rudder angle δat = δ ′ in a situation where the rudder angle of the front wheels should be the original rudder angle δ. Controlled. Therefore, the steering torque That when the steering angle of the front wheels is the target steering angle δat is expressed by the following equation 87.
That = -2Lt * Kf * δat / N
= -2Lt * Kf * δ '/ N
= -2Lt * Kf * (2WB / V) * θ / N ² (87)

Therefore, the steering torque fluctuation amount ΔThat due to the control of the steering angle of the front wheels accompanying the trajectory control is a deviation between the steering torque That represented by Expression 87 and the steering torque Th represented by Expression 84. It is represented by
ΔThat = That-Th
= −2Lt * Kf * (2WB / V) * θ / N ² − (− 2Lt * Kf * θ / N ² )
= -2Lt * Kf * (2WB / V-1) * θ / N ² (88)

The corrected detected steering torque Thda, which is obtained by subtracting the steering torque fluctuation amount ΔThat from the steering torque Thd detected by the torque sensor according to the following equation 89, is the amount of fluctuation in the steering torque due to the control of the steering angle of the front wheels. This is the steering torque eliminated.
Thda = Thd−ΔThat
= Thd + 2Lt * Kf * (2WB / V-1) * θ / N ² (89)

  Accordingly, by calculating the driver's steering burden reduction torque Tpad based on the corrected detected steering torque Thda, it is possible to eliminate the influence of fluctuations in the steering torque due to the correction of the steering angle of the front wheels. The sum of the driver's steering burden reduction torque Tpad and the steering torque fluctuation amount ΔThat is set as the target assist torque Tpat, thereby eliminating the influence of the steering torque fluctuation caused by the correction of the steering angle of the front wheels. The steering burden can be reduced. The steering burden reduction torque Tpad may be calculated on the basis of the corrected detected steering torque Thda and the vehicle speed V so that it increases as the corrected detected steering torque Thda increases and decreases as the vehicle speed V increases. .

8-2-2) Target Trajectory of Exponential Function As described above, when the target trajectory is an exponential function, Expression 62 or 63 or Expression 76 in the situation where the steering angle of the front wheels should be the original steering angle δ. Alternatively, the target steering angle δbt of 77 is controlled. Therefore, the steering torque Thbt when the steering angle of the front wheels is the target steering angle δbt is expressed by the following formula 90.
Thbt = -2Lt * Kf * δbt / N
= -2Lt * Kf * (δ '+ Δδb) / N (90)

Therefore, the amount of change ΔThbt of the steering torque due to the control of the steering angle of the front wheels accompanying the trajectory control is a deviation between the steering torque Thbt expressed by Expression 90 and the steering torque Th expressed by Expression 84. It is represented by
ΔThbt = Thbt−Th
= −2Lt * Kf * (δ ′ + Δδb) / N + 2Lt * Kf * δ / N
= -2Lt * Kf * {(2WB / V) δ + Δδb} / N + 2Lt * Kf * δ / N
= -2Lt * Kf * {(2WB / V + 1) δ + Δδb} / N (91)

The corrected detected steering torque Thdb obtained by subtracting the steering torque fluctuation amount ΔThbt from the steering torque Thd detected by the torque sensor according to the following equation 92 is the amount of fluctuation in the steering torque due to the control of the steering angle of the front wheels. This is the steering torque eliminated.
Thdb = Thd−ΔThbt
= Thd + 2Lt * Kf * {(2WB / V + 1) δ + Δδb} / N (92)

  Therefore, by calculating the driver's steering burden reduction torque Tpad based on the corrected detected steering torque Thdb, it is possible to eliminate the influence of fluctuations in the steering torque caused by the correction of the steering angle of the front wheels. The sum of the driver's steering burden reduction torque Tpad and the steering torque fluctuation amount ΔThbt is used as the target assist torque Tpat, thereby eliminating the influence of the steering torque fluctuation caused by the correction of the steering angle of the front wheels. The steering burden can be reduced. The steering load reduction torque Tpad may be calculated based on the corrected detected steering torque Thdb and the vehicle speed V so that it increases as the corrected detected steering torque Thdb increases and decreases as the vehicle speed V increases. .

  According to the first method described above, it is not necessary to detect the steering torque Thd, but it is not possible to reflect the fluctuation of the steering torque due to factors other than the steering operation (for example, fluctuation of the friction coefficient of the road surface). On the other hand, according to the second method described above, it is necessary to detect the steering torque Thd, but it is possible to reflect the fluctuation of the steering torque due to factors other than the steering operation. Therefore, in the first to fourth embodiments described later in which the rudder angle control device is a mechanical rudder angle control device, the target assist torque Tpat is calculated according to the second method described above, and the assist torque is calculated as the target assist torque. Controlled to be Tpat.

  When the rudder angle control device is a mechanical rudder angle control device, it is related to whether the control of the steering reaction force is the first or second method in the situation where the trajectory control is not performed. The driver's steering burden reduction torque Tpad is calculated based on the detected steering torque Thd.

9) Control of steering reaction force in case of non-mechanical rudder angle control device As described above, the detected steering torque Th0 after correction represented by the above equation 86 is the same as the rudder angle control device. When the steering angle is θ, the steering torque does not include the fluctuation amount of the steering torque caused by the correction of the steering angle of the front wheels. Therefore, a value obtained by subtracting the steering burden reduction torque Tpad from the corrected detected steering torque Th0 is a preferable steering torque for the driver when the steering angle control device is a mechanical steering angle control device. In this case, the steering load reducing torque Tpad is calculated based on the corrected detected steering torque Th0 and the vehicle speed V so that it increases as the detected steering torque Th0 after correction increases and decreases as the vehicle speed V increases. May be.

Therefore, when the rudder angle control device is a non-mechanical rudder angle control device, a preferable steering torque Thbt is a value calculated by the following equation 93. If this steering torque Thbt is applied to the steering wheel, it is possible to realize a steering reaction torque that is not affected by the fluctuation of the steering torque due to the correction of the steering angle of the front wheels and that allows the driver to feel an appropriate steering load.
Thbt = Th0−Tpad …… (93)

  Therefore, in the fifth to eighth embodiments described later in which the rudder angle control device is a non-mechanical rudder angle control device, the target steering torque Tpbt is calculated according to the above equation 93, and the steering torque becomes the target steering torque Tpbt. It is controlled to become.

When the rudder angle control device is a non-mechanical rudder angle control device, the steering reaction force control in the situation where the trajectory control is not performed is the control of the steering reaction force in the situation where the trajectory control is performed. Is the same. In other words, the steering torque is controlled to be the target steering torque Tpbt regardless of whether or not the trajectory control is being performed.
Can be stopped.

  Next, the first to eighth embodiments of the present invention will be sequentially described with reference to the accompanying drawings.

First Embodiment As shown in Table 1 above, this first embodiment has the following features.
Rudder angle control device: Semi-by-wire type Target locus: Arc shape Rudder angle control: Feed forward Steering reaction force control: Assist torque control (second method)

  FIG. 1 is a schematic configuration diagram showing a first embodiment of a vehicle travel control device according to the present invention applied to a vehicle equipped with a steering angle varying device and an electric power steering device.

  In FIG. 1, the code | symbol 10 has shown the whole traveling control apparatus of 1st embodiment of this invention. The traveling control device 10 is mounted on a vehicle 12 and includes a steering angle varying device 14 and an electronic control device 16 that controls the steering angle varying device 14. In FIG. 1, 18FL and 18FR indicate the left and right front wheels of the vehicle 12, respectively, and 18RL and 18RR indicate the left and right rear wheels, respectively. The left and right front wheels 18FL and 18FR are steered wheels, and a rack and pinion type electric power steering device 22 driven in response to a steering operation of the steering wheel 20 by a driver, and a rack bar 24 and tie rods 26L and 26R. It is steered through.

  The steering wheel 20 functions as a steering input means, and is drivingly connected to the pinion shaft 34 of the power steering device 22 through the upper steering shaft 28, the steering angle varying device 14, the lower steering shaft 30, and the universal joint 32. In the illustrated embodiment, the steering angle varying device 14 is connected to the lower end of the upper steering shaft 28 on the housing 14A side and is connected to the upper end of the lower steering shaft 30 on the rotor 14B side. A motor 36 for driving the rudder is included.

  Thus, the steering angle varying device 14 rotationally drives the lower steering shaft 30 relative to the upper steering shaft 28 to drive auxiliary steering of the left and right front wheels 18FL and 18FR relative to the steering wheel 20. Therefore, the steering angle varying device 14 functions as means for correcting the steering angles of the left and right front wheels without depending on the steering operation of the driver, and is controlled by the steering angle control unit of the electronic control device 16.

  In the illustrated embodiment, the electric power steering device 22 is a rack coaxial type electric power steering device, and converts the electric motor 38 and the rotational torque of the electric motor 38 into a force in the reciprocating direction of the rack bar 24. For example, a ball screw type conversion mechanism 40 is included. The electric power steering device 22 is controlled by an electric power steering device (EPS) control unit of the electronic control device 16. The electric power steering device 22 functions as an auxiliary steering force generation device that reduces the steering burden on the driver by generating an auxiliary steering force that drives the rack bar 24 relative to the housing 42. The auxiliary steering force generator may be of any configuration known in the art.

  In the illustrated embodiment, the upper steering shaft 28 is provided with a steering angle sensor 50 that detects the rotation angle of the upper steering shaft as the steering angle θ and a steering torque sensor 52 that detects the steering torque Thd. Signals indicating the steering angle θ and the steering torque Thd are input to the electronic control unit 16. The electronic control device 16 receives a signal indicating the relative rotation angle θre of the steering angle varying device 14 detected by the rotation angle sensor 54, that is, the relative rotation angle of the lower steering shaft 30 with respect to the upper steering shaft 28. Further, a signal indicating the vehicle speed V detected by the vehicle speed sensor 56 and navigation information from the navigation device 58 are input to the electronic control device 16.

  Each control unit of the electronic control device 16 may include a microcomputer having a CPU, a ROM, a RAM, and an input / output port device, which are connected to each other via a bidirectional common bus. Further, the steering angle sensor 50, the steering torque sensor 52, and the rotation angle sensor 54 detect the steering angle θ, the steering torque Thd, and the relative rotation angle θre, respectively, when the steering or turning in the left turn direction of the vehicle is positive.

  As will be described in detail later, the electronic control device 16 controls the steering angle varying device 14 and the electric power steering device 22 according to the flowcharts shown in FIGS. In particular, the electronic control unit 16 determines the necessity of vehicle trajectory control based on the steering angle θ and the vehicle speed V. When the electronic control unit 16 determines that the trajectory control is unnecessary, the electronic control unit 16 calculates a target steering gear ratio Nt for achieving a predetermined steering characteristic based on the vehicle speed V so as to increase as the vehicle speed V increases.

  Further, the electronic control unit 16 calculates a value obtained by dividing the steering angle θ by the product of the target steering gear ratio Nt and the gear ratio coefficient Ks (positive constant) as the target pinion angle θpt. Further, the electronic control unit 16 calculates the target relative rotation angle θret of the rudder angle varying device 14 as a deviation between the target pinion angle θpt and the steering angle θ, and the relative rotation angle θre of the rudder angle varying device 14 becomes the target relative rotation angle θret. The steering angle varying device 14 is controlled so that

  When the electronic control unit 16 determines that the trajectory control is necessary, the electronic control unit 16 specifies the target arrival position P1 ′ for causing the vehicle to travel along the arc-shaped target trajectory based on the steering angle θ and the vehicle speed V at that time. To do. Then, the electronic control unit 16 determines whether or not the target arrival position P1 ′ is within a predetermined range with respect to the travel path based on the navigation information from the navigation device 58.

  When the electronic control unit 16 determines that the target arrival position P1 ′ is within the predetermined range, the target steering angle δat = δ ′ of the front wheels for causing the vehicle to travel along the arc-shaped target locus is expressed by the above equation 24. Calculate according to Then, the electronic control unit 16 controls the steering angle varying device 14 in a feed-forward manner so that the steering angle of the left and right front wheels becomes the target steering angle δat, thereby moving the vehicle along the circular target locus to the target arrival position P1 ′. And run.

  Further, when the electronic control unit 16 determines that the target arrival position P1 ′ is not within the predetermined range, the electronic control unit 16 determines whether the target arrival position can be corrected to a position P1 ″ within the predetermined range. When the device 16 determines that the target arrival position can be corrected to a position P1 ″ within a predetermined range, the device 16 sets the target steering angle δat = δ ″ of the front wheels for causing the vehicle to travel along the arc-shaped target locus. The electronic control unit 16 controls the steering angle varying device 14 in a feed forward manner so that the steering angle of the left and right front wheels becomes the target steering angle δat, and thereby the corrected target arrival position P1 ″. Until the vehicle travels along the arc-shaped target locus.

  When the electronic control unit 16 determines that the target arrival position P1 ′ is not within the predetermined range and determines that the target arrival position cannot be corrected to the position P1 ″ within the predetermined range, the vehicle trajectory control is terminated. .

  Further, the electronic control unit 16 calculates the corrected detected steering torque Thda according to the above equation 89 during the execution of the trajectory control, and calculates the driver's steering burden reducing torque Tpad based on the corrected detected steering torque Thda. . Further, the electronic control unit 16 calculates the steering torque fluctuation amount ΔThat according to the above equation 88, and sets the sum of the driver's steering burden reduction torque Tpad and the steering torque fluctuation amount ΔThat as the target assist torque Tpat. Further, the electronic control unit 16 controls the electric power steering device 22 so that the assist torque becomes the target assist torque Tpat, thereby reducing the driver's steering burden and reducing the steering torque fluctuation caused by the correction of the steering angle. Reduce.

  Note that the steering gear ratio control and assist torque control when the trajectory control is unnecessary do not form the gist of the present invention, and these controls are executed in any manner known in the art. May be. The same applies to other embodiments described later.

  Next, vehicle travel control according to the first embodiment will be described with reference to the flowcharts shown in FIGS. The travel control according to the flowchart shown in FIG. 2 is started by closing an ignition switch not shown in the figure, and is repeatedly executed every predetermined time.

  First, in step 50, whether or not the trajectory control is being executed is determined by determining whether or not the flag Fc indicating whether or not the trajectory control of the vehicle is being executed is 1. When it is determined that the trajectory control is not executed, the control proceeds to step 200, and when it is determined that the trajectory control is executed, the control proceeds to step 100. The flag Fc and a flag Fs described later are reset to 0 prior to the start of the travel control according to the flowchart shown in FIG.

  In step 100, it is determined whether or not the end condition of the trajectory control is satisfied in the travel control of the vehicle. When an affirmative determination is made, the control proceeds to step 150, and when a negative determination is made, the control proceeds to step 300. In this case, when any of the following (1) to (4) is satisfied, it may be determined that the end condition of the trajectory control is satisfied.

(1) A time Ta = 1 [sec] or more required for the vehicle to reach the target arrival point has elapsed since the time when the start condition or update condition (which will be described later) of the trajectory control is satisfied.
(2) The absolute value of the deviation ΔV between the vehicle speed V and the current vehicle speed V when the start condition or the update condition is satisfied is larger than the reference value Ve (positive value).
(3) The absolute value of the deviation Δθ between the steering angle θ and the current steering angle θ when the start condition or the update condition is satisfied is larger than the reference value θe (positive value).
(4) The absolute value of the steering angular velocity, that is, the absolute value of the rate of change θd of the steering angle θ is larger than the reference value θde (positive value).

  The reference values θe and θde may be constants, but may be variably set according to the vehicle speed V, for example, so as to decrease as the vehicle speed V at the time when the start condition or update condition is satisfied.

  In step 150, the trajectory control is ended when the control of changing the steering angle of the left and right front wheels to the target steering angle δat by the steering angle varying device 14 is completed. Further, the flag Fc indicating whether or not the trajectory control is being executed is reset to 0, and then the control proceeds to Step 700.

  In step 200, it is determined whether or not the start condition of the trajectory control is satisfied according to the flowchart shown in FIG. When an affirmative determination is made, control proceeds to step 400, and when a negative determination is made, control proceeds to step 700.

  In step 300, it is determined whether or not the update condition for the trajectory control is satisfied according to the flowchart shown in FIG. When an affirmative determination is made, control proceeds to step 400, and when a negative determination is made, control proceeds to step 600.

  In step 400, it is determined whether or not the target arrival position P1 'is within a predetermined range in accordance with the flowchart shown in FIG. 5, and the target steering angle δat of the front wheels is calculated according to the determination result. The

  In step 600, the steering angle varying device 14 is controlled in a feedforward manner so that the steering angle of the front wheels becomes the target steering angle δat according to the flowchart shown in FIG. Therefore, the steering angle of the front wheels is controlled to the target steering angle δat by feedforward control.

  In this case, the steering angle of the front wheels is changed to the target steering angle δat at a rate of change equal to or less than a preset limit value so that the change of the steering angle of the front wheels does not become abrupt. The same applies to other embodiments described later. When the steering angle of the front wheels is controlled to the target steering angle δat, the control of the relative rotation angle for the trajectory control is not performed until the trajectory control is completed or updated.

  In step 700, the steering gear ratio is controlled when the trajectory control is not executed. That is, the target steering gear ratio Nt is calculated from the map corresponding to the graph shown in FIG. In FIG. 7, N0 indicates a standard steering gear ratio, that is, a steering gear ratio when the relative rotation angle of the lower steering shaft 30 with respect to the upper steering shaft 28 is zero.

  A value obtained by dividing the product of the steering angle θ and the gear ratio coefficient Ks (a positive constant corresponding to the ratio of the rotation angle of the pinion 34 to the change amount of the steering angle of the left and right front wheels) by the target steering gear ratio Nt is Calculated as the angle θpt. Further, the target relative rotation angle θret of the rudder angle varying device 14 is calculated as the deviation between the target pinion angle θpt and the steering angle θ, and the rudder angle variable so that the relative rotation angle θre of the rudder angle varying device 14 becomes the target relative rotation angle θret. The device 14 is controlled.

  When the trajectory control is completed and the process proceeds to the control of the steering gear ratio in step 700, the steering gear ratio is not suddenly changed to the target steering gear ratio Nt in order to prevent a sudden change in the steering angle of the front wheels. The variable angle device 14 is controlled. The same applies to other embodiments described later.

  In step 750, the assist torque is controlled when the trajectory control is not executed. That is, the basic assist torque Tpab is calculated from the map corresponding to the graph shown in FIG. 8 based on the detected steering torque Thd, and the vehicle speed coefficient Kv is calculated from the map corresponding to the graph shown in FIG. Is done. The target assist torque Tpat is calculated as the product of the vehicle speed coefficient Kv and the basic assist torque Tpab, and the electric power steering device 22 is controlled so that the assist torque becomes the target assist torque Tpat.

  The basic assist torque Tpab may be calculated from a map corresponding to the graph shown in FIG. 10 based on the steering torque Thd and the vehicle speed V.

  In step 800, the corrected detected steering torque Thda is calculated according to the above equation 89, and the basic assist torque Tpab is calculated from the map corresponding to the graph shown in FIG. 8 based on the corrected detected steering torque Thda. . Further, the vehicle speed coefficient Kv is calculated from a map corresponding to the graph shown in FIG. 9 based on the vehicle speed V, and the product of the vehicle speed coefficient Kv and the basic assist torque Tpab is calculated as the steering burden reduction torque Tpad. Then, the steering torque fluctuation amount ΔThat is calculated according to the above equation 88, and the target assist torque Tpat is calculated as the sum of the driver's steering burden reduction torque Tpad and the steering torque fluctuation amount ΔThat. Further, the electric power steering device 22 is controlled so that the assist torque becomes the target assist torque Tpat.

  Next, with reference to the flowchart shown in FIG. 3, a routine for determining the establishment of the start condition of the trajectory control executed in step 200 will be described in detail.

  First, in step 205, the steering angle θlf after low-pass filtering is calculated by subjecting the steering angle θ to low-pass filtering. Then, it is determined whether or not the absolute value of the steering angle θlf after the low-pass filter processing is larger than a reference value θs0 (positive value) for control start determination. When a negative determination is made, the control proceeds to step 240, and when an affirmative determination is made, the control proceeds to step 210.

  In step 210, the steering angular velocity θd is calculated as a differential value of the steering angle θ, and the steering angular velocity θdlf after the low-pass filter processing is calculated by subjecting the steering angular velocity θd to low-pass filtering.

  In step 215, it is determined whether or not the absolute value of the steering angular velocity θdlf after the low-pass filter process is larger than the first reference value θds1 (positive value) for control start determination. When a negative determination is made, the control proceeds to step 225. When an affirmative determination is made, the flag Fs is set to 1 in step 220 to indicate that the start condition is being determined, and then the control is step 225. Proceed to

  In step 225, it is determined whether or not the flag Fs is 1, that is, whether or not the start condition is being determined. When a negative determination is made, the control proceeds to step 240, and when an affirmative determination is made, the control proceeds to step 230.

  In step 230, it is determined whether or not the absolute value of the steering angular velocity θdlf after the low-pass filter processing is smaller than the second reference value θds2 (positive value less than θds1) for control start determination. When a negative determination is made, the control proceeds to step 240, and when an affirmative determination is made, the control proceeds to step 235.

  In step 235, the flag Fs is reset to 0 to indicate that the start condition has not been determined, and the flag Fc is set to 1 to indicate that the trajectory control is being executed. Control continues to step 400.

  In step 240, the flag Fs is reset to 0 to indicate that the start condition has not been determined, and the flag Fc is reset to 0 to indicate that the trajectory control is not being performed. Control continues to step 700.

  The reference values θs0, θds1, and θds2 may be constants, but these reference values may also be variably set according to the vehicle speed V, for example, so as to decrease as the vehicle speed V increases.

  Steps 305 to 340 of the satisfaction determination routine of the locus control update condition shown in FIG. 4 are basically executed in the same manner as steps 205 to 240 of the satisfaction determination routine of the locus control start condition described above.

  However, the reference value for determination in step 305 is the reference value θr0 (positive value) for control update determination. The reference value for determination in step 315 is the first reference value θdr1 (positive value) for control update determination, and the reference value for determination in step 330 is the second reference value θdr2 (θdr1 for control update determination). The following positive value). The reference values θr0, θdr1, and θdr2 may be constants, but these reference values may be variably set according to the vehicle speed V, for example, so that the reference values θr0, θdr1, and θdr2 become smaller as the vehicle speed V increases.

  In Steps 320, 325, 335, and 340, the flag Fs is replaced with a flag Fr that indicates whether or not an update determination has been made. Further, when step 335 is completed, control proceeds to step 600, and when step 340 is completed, control proceeds to step 400.

  Next, the calculation routine for the target rudder angle of the front wheels executed in step 400 will be described in detail with reference to the flowchart shown in FIG.

  First, at step 405, the steering angle δ of the front wheels is calculated based on the steering angle θ and the steering gear ratio N (= Nt) when the trajectory control is started or updated. Further, based on the steering angle δ of the front wheels and the vehicle speed V when the trajectory control is started or updated, the length A of the guide rod is calculated according to the above equation 13.

  In step 410, the travel path on which the vehicle is traveling is specified based on the navigation information from the navigation device 58 based on the steering angle δ of the front wheel and the length A of the guide rod, and the target reaching the travel path is reached. The position P1 'is determined.

  In step 415, it is determined whether or not the target arrival position P1 'is within a predetermined range with respect to the travel path, that is, whether or not correction of the target locus is unnecessary. When an affirmative determination is made, control proceeds to step 420, and when a negative determination is made, control proceeds to step 425.

  In this case, it is possible to determine whether or not the target arrival position P1 ′ is within a predetermined range with respect to the travel path, for example, in the manner shown in FIG. As shown in FIG. 11, the width of the travel path 112 at the target arrival position P1 ′ is W, and the coefficient Kw is a positive value larger than 0 and smaller than 0.5. Further, a line Kw * W in the radial direction from the center line 114 of the travel path 112 is defined as an inner limit line 116, and a line outside the center line 114 in the Kw * W radial direction is defined as an outer limit line 118. Then, with the range between the inner limit line 116 and the outer limit line 118 as a predetermined range, it may be determined whether or not the target arrival position P1 ′ is within the predetermined range. The coefficient Kw may be a positive constant, but is preferably variably set according to the vehicle speed V so as to decrease as the vehicle speed V increases.

  In step 420, based on the steering angle θ, the vehicle speed V, and the steering gear ratio N (= Nt) when the trajectory control is started or updated, the vehicle is caused to travel along the arc-shaped target trajectory Tc. The target rudder angle δat (= δ ′) of the front wheels is calculated according to the above equation 24.

  In step 425, the correction for the length A of the guide rod 110 necessary to correct the target reaching position P1 'to the target reaching position P1 "within a predetermined range between the inner limit line 116 and the outer limit line 118. A coefficient Ka is calculated.

  As shown in FIG. 12, when the target arrival position P1 ′ is radially outside the predetermined range, the correction coefficient Ka is a value smaller than 1. As shown in FIG. 13, when the target arrival position P1 'is radially inward with respect to the predetermined range, the correction coefficient Ka is a value larger than 1. When the target arrival position P1 ′ is at a position deviating from the traveling path 112 by a predetermined reference value or more, the correction coefficient Ka is set to 0 so that the trajectory control is terminated.

  In step 430, the lower limit reference value Ka1 and the upper limit reference value Ka2 are calculated from the map corresponding to the graph shown in FIG. The lower limit reference value Ka1 is a positive value smaller than 1, and is calculated to increase as the vehicle speed V increases. The upper limit reference value Ka2 is greater than 1, and is calculated to decrease as the vehicle speed V increases. . The reference values Ka1 and Ka2 may be constants.

  In step 435, it is determined whether or not the correction coefficient Ka is larger than the lower limit reference value Ka1 and smaller than the upper limit reference value Ka2, that is, if the length A of the guide rod 110 is corrected by the correction coefficient Ka. It is determined whether or not the control can be executed. When a negative determination is made, control proceeds to step 150 and the trajectory control is terminated. When an affirmative determination is made, control proceeds to step 440.

  In step 440, based on the steering angle θ, the vehicle speed V, and the steering gear ratio N (= Nt) when the trajectory control is started or updated, the front wheels for driving the vehicle along the arc-shaped target trajectory. The target rudder angle δat (= δ ″) is calculated according to the above equation 67.

  Next, the steering angle control routine executed in step 600 will be described in detail with reference to the flowchart shown in FIG.

  First, in step 610, it is determined whether or not it is the first steering angle control for the trajectory control, that is, whether or not the steering angle control is immediately after the trajectory control is started or updated. When a negative determination is made, the control proceeds to step 650, and when an affirmative determination is made, the control proceeds to step 620.

  In step 620, the steering angle δ of the front wheels is obtained based on the steering angle θ and the relative rotation angle θre when the trajectory control is started or updated, and the deviation between the target steering angle δat and the steering angle δ of the front wheels is obtained. A deviation Δδat of the steering angle of the front wheels is calculated.

  In step 630, it is assumed that no steering operation is performed by the driver, and the cycle angle necessary for changing the steering angle of the front wheels to the target steering angle δat at a change rate equal to or less than a preset limit value. A steering angle control amount Δδatc is calculated. For example, if the steering angle of the front wheels is changed to the target steering angle δat over Nc cycles, the steering angle control amount Δδatc is Δδat / Nc.

  In step 640, the relative rotation angle control amount Δθrec for each cycle of the lower steering shaft 30 with respect to the upper steering shaft 28 is calculated as the product of the steering angle control amount Δδatc and the gear ratio coefficient Ks.

  In step 650, for example, whether the number of cycles elapsed since the start or update of the trajectory control is Nall, and whether or not the steering angle control of the front wheels for the trajectory control is completed by determining whether or not Nall is Nc. A determination of whether or not is made.

  When an affirmative determination is made, the steering angle control is temporarily terminated without the lower steering shaft 30 being driven to rotate relative to the upper steering shaft 28, and the control proceeds to step 800. On the other hand, when a negative determination is made, in step 680, the lower steering shaft 30 is driven to rotate relative to the upper steering shaft 28 relative to the rotational angle control amount Δθrec, and then the control proceeds to step 800.

  In the first embodiment, when the start condition of the trajectory control is satisfied in a situation where the trajectory control is not executed, a negative determination is made in step 50 and an affirmative determination is made in step 200. Is called. In step 400, the target rudder angle δat of the front wheels for causing the vehicle to travel along the arc-shaped target locus is calculated. In step 600, the rudder angle of the front wheels is controlled to the target rudder angle δat by feedforward control. Is done.

  Further, when the update condition of the trajectory control is satisfied in the situation where the trajectory control is being executed, an affirmative determination is made in steps 50 and 300. Steps 400 and 600 are then executed.

  Therefore, according to the first embodiment, in a situation where the trajectory control is to be executed, the rudder angle of the front wheels is controlled to the target rudder angle δat, so that the vehicle can be rotated without requiring a driver's steering operation. The traveling locus of the vehicle can be controlled to travel along the arc-shaped target locus.

  Further, according to the first embodiment, in step 415 of the front wheel target rudder angle calculation routine executed in step 400, the target arrival position P1 'is within a predetermined range, and correction of the target locus is unnecessary. It is determined whether or not.

  If the determination is affirmative, the target rudder angle δat (= δ ′) of the front wheels for causing the vehicle to travel along the arc-shaped target locus is calculated in step 420 without correcting the target locus. Is done. On the other hand, when a negative determination is made, the target rudder angle δat (= δ ″) of the front wheels for driving the vehicle along the arc-shaped target locus that has been corrected so that the target arrival position is within a predetermined range. Is calculated.

  Therefore, according to the first embodiment, the arc-shaped target trajectory set based on the steering angle θ and the vehicle speed V when the trajectory control is started or updated is an appropriate target trajectory for the actual travel path. It can be determined whether or not. When the set arc-shaped target locus is an appropriate target locus for the actual travel path, the steering angle of the front wheels can be controlled so that the vehicle travels along the target locus.

  On the other hand, when the set arc-shaped target locus is not an appropriate target locus for the actual traveling path, the target locus is corrected to be an appropriate target locus for the actual traveling path, and the vehicle is The steering angle of the front wheels can be controlled so as to travel along the arc-shaped target locus. Therefore, the arc-shaped target that is not appropriate for the actual travel path because the steering angle θ or the vehicle speed V when it is determined that the trajectory control should be started or updated is not appropriate for the actual travel path. It is possible to prevent the locus from being set. Further, it is possible to prevent the vehicle from traveling along an arc-shaped target locus that is not appropriate for the actual travel path. This effect can be obtained in the second, fifth, and sixth embodiments described later.

  In particular, according to the first embodiment, the control of the steering angle of the front wheels is feedforward control performed based on the steering angle θ and the relative rotation angle θre when the trajectory control is started or updated. When the rudder angle of the front wheels is controlled to the target rudder angle δat, the relative rotation angle is not controlled by the rudder angle varying device 14 until the trajectory control is completed or updated. Therefore, as in the case of the second embodiment described later, the trajectory control with the arc-shaped trajectory as the target trajectory can be simply executed as compared with the case where the control of the steering angle of the front wheels is the feedback control.

Second Embodiment As shown in Table 1, the second embodiment has the following features.
Rudder angle control device: Semi-by-wire type Target locus: Arc shape Rudder angle control: Feedback Steering reaction force control: Assist torque control (second method)

  The vehicle travel control in the second embodiment is basically executed in the same manner as in the first embodiment described above. However, in the steering angle control in step 600, the steering angle of the front wheels is Feedback controlled.

  That is, for each cycle, the current steering angle δ of the front wheels is obtained based on the steering angle θ and the relative rotation angle θre, and the target relative rotation angle θret is calculated as a deviation between the target steering angle δat of the front wheels and the current steering angle δ. The Then, the rudder angle varying device 14 is controlled to rotate the lower steering shaft 30 relative to the upper steering shaft 28 relative to the target relative rotation angle θret, whereby the rudder angle of the front wheels is controlled to the target rudder angle δat. Therefore, the rudder angle of the front wheels is controlled to the target rudder angle δat by feedback control, whereby the vehicle travels along the arc-shaped target locus.

  Therefore, according to the second embodiment, in a situation where the trajectory control is to be executed, the rudder angle of the front wheels is controlled to the target rudder angle δat, so that the vehicle can be operated regardless of the presence or absence of the driver's steering operation. The traveling locus of the vehicle can be controlled to travel along the arc-shaped target locus.

  In particular, according to the second embodiment, the target relative rotation angle θret is calculated as a deviation between the target steering angle δat and the current steering angle δ of the front wheels. Therefore, even if the driver performs a steering operation after the start or update of the trajectory control, the steering angle of the front wheels can be reliably controlled to the target steering angle δat. Further, when the driver performs a steering operation so that the steering angle is suitable for traveling the vehicle along the arc-shaped target locus, the feedback control amount is reduced. Therefore, when the driver is skilled in driving operation, the control amount of the steering angle varying device 14 can be reduced and the load can be reduced as compared with the case of the first embodiment described above.

Third Embodiment This third embodiment has the following features as shown in Table 1 above.
Rudder angle control device: Semi-by-wire type Target locus: Exponential function Rudder angle control: Feed forward Steering reaction force control: Assist torque control (second method)

  As shown in FIG. 15, the traveling control of the vehicle in the third embodiment is basically executed in the same manner as in the first embodiment. In FIG. 15, steps corresponding to the steps shown in FIG. 2 are given the same step numbers as the step numbers given in FIG.

  However, if an affirmative determination is made in step 200 or 300, the target rudder angle δbt of the front wheels for causing the vehicle to travel along the locus of the exponential function in step 400 according to the flowcharts shown in FIGS. Is calculated.

  In step 600 of the third embodiment, the target relative rotation angle θret is calculated as a deviation between the target rudder angle δbt and the rudder angle δf of the front wheel in the previous cycle. Then, the steering angle varying device 14 is controlled to rotate the lower steering shaft 30 relative to the upper steering shaft 28 so as to rotate the target relative rotation angle θret, whereby the steering angle of the front wheels is controlled to the target steering angle δbt. Therefore, the rudder angle of the front wheels is controlled to the target rudder angle δbt by feedforward control, whereby the vehicle travels along the target locus of the exponential function.

  As shown in FIG. 16, steps 405 to 415 and steps 425 to 435 of the target rudder angle calculation routine are executed in the same manner as in the first embodiment described above. However, if an affirmative determination is made in step 415, control proceeds to step 450, and the target rudder angle δbt of the front wheels is calculated according to the flowchart shown in FIG. If an affirmative determination is made in step 435, control proceeds to step 500, and the target steering angle δbt of the front wheels is calculated according to the flowchart shown in FIG.

As shown in FIG. 17, in step 455, the steering angle δ of the front wheel is obtained based on the steering angle θ and the relative rotation angle θre, and the steering angle δ of the front wheel and the vehicle speed V are used according to the above equation 46. distance _{x 0} is calculated. In step 455, the correction coefficient D is calculated in accordance with the above equation 42, with the minimum time ΔT and the Webber ratio k set to positive constants preset for general drivers.

  In step 460, the lateral acceleration LAa of the vehicle when the vehicle travels in an arc-shaped locus according to the above equation 47 is calculated based on the steering angle θ and the vehicle speed V when the locus control is started or updated. Is done.

  In step 465, a component Vx parallel to the coordinate axis related to the distance x is calculated as one of the components of the vehicle speed V according to the above equation 49 based on the steering angle δ of the front wheel and the vehicle speed V when the trajectory control is started or updated. Is done.

  In step 470, a component Vy parallel to the coordinate axis related to time is calculated as one of the components of the vehicle speed V according to the above equation 50, and an angle σ formed by the component Vx with respect to the vehicle speed V is calculated according to the above equation 52. .

  In step 475, the lateral components Vxx and Vyx of the vehicle are calculated according to the equations 53 and 54, respectively, and the lateral acceleration LAb of the vehicle is calculated according to the equations 55 and 56.

  In step 480, the deviation ΔLA between the lateral acceleration LAb of the vehicle when the vehicle travels along an exponential locus and the lateral acceleration LAa when the vehicle travels along an arcuate locus is expressed by the above equation. The operation is performed according to 57.

  In step 485, based on the steering angle θ, the vehicle speed V, and the lateral acceleration deviation ΔLA when the trajectory control is started or updated, the target steering angle of the front wheels for driving the vehicle to draw the trajectory of the exponential function δbt is calculated. In this case, the target rudder angle δbt is calculated according to the above equation 62 when turning left and according to the above equation 63 when turning right.

  As shown in FIG. 18, steps 505 to 535 correspond to the above-mentioned steps 455 to 485, respectively, and steps 515 to 525 are executed in the same manner as the above-mentioned steps 465 to 475.

However, in step 505 the distance x ₀ according to the above equation 70 based on the front wheel steering angle δ and the vehicle speed V is calculated. In step 505, the correction coefficient D is calculated according to the above equation 72, with the minimum time ΔT and the Webber ratio k set to positive constants set in advance for general drivers.

  In step 510, the lateral acceleration LAa of the vehicle when the vehicle travels in an arc-shaped locus is calculated according to the above equation 73 based on the steering angle θ and the vehicle speed V when the locus control is started or updated. The

  In step 530, the lateral acceleration LAb of the vehicle when the vehicle travels along an exponential locus (Formula 56) and the lateral acceleration LAa of the vehicle when the vehicle travels along an arcuate locus (Formula 73) ) And a deviation ΔLA ″ is calculated.

  In step 535, the target rudder of the front wheels for driving the vehicle to draw a trajectory of an exponential function based on the steering angle θ, the vehicle speed V, and the lateral acceleration deviation ΔLA ″ when the trajectory control is started or updated. In this case, the target rudder angle δbt is calculated according to the equation 76 when turning left and according to the equation 77 when turning right.

  According to the third embodiment, in a situation where the trajectory control is to be executed, the steering angle of the front wheels is controlled to the target steering angle δbt, so that the vehicle can be indexed without requiring the driver's steering operation. The traveling locus of the vehicle can be controlled so as to travel along the target locus of the function.

  Further, according to the third embodiment, the target locus of the exponential function set based on the steering angle θ and the vehicle speed V when the locus control is started or updated is an appropriate target locus for the actual travel path. It can be determined whether or not. When the set target locus of the exponential function is an appropriate target locus for the actual travel path, the steering angle of the front wheels can be controlled so that the vehicle travels along the target locus.

  On the other hand, when the target locus of the set exponential function is not an appropriate target locus for the actual traveling route, the target locus is corrected to be an appropriate target locus for the actual traveling route, and the vehicle is The steering angle of the front wheels can be controlled so as to travel along the target locus of the exponential function. Therefore, the target of the exponential function that is not appropriate for the actual traveling path because the steering angle θ or the vehicle speed V when it is determined that the trajectory control should be started or updated is not appropriate for the actual traveling path. It is possible to prevent the locus from being set. Further, it is possible to prevent the vehicle from traveling along a target locus of an exponential function that is not appropriate for the actual travel path. This effect can be obtained in the fourth, seventh and eighth embodiments described later.

  In particular, according to the third embodiment, control of the steering angle of the front wheels is performed based on the steering angle θ and the relative rotation angle θre when the trajectory control is started or updated as in the first embodiment described above. Feed forward control. Therefore, as in the case of the fourth embodiment described later, the trajectory control with the trajectory of the exponential function as the target trajectory can be simply executed as compared with the case where the control of the steering angle of the front wheels is feedback control.

Fourth Embodiment The fourth embodiment has the following features as shown in Table 1 above.
Rudder angle control device: Semi-by-wire type Target locus: Exponential function Rudder angle control: Feedback Steering reaction force control: Assist torque control (second method)

  The vehicle running control in the fourth embodiment is basically executed in the same manner as in the third embodiment described above. However, in the steering angle control in step 600, the steering angle of the front wheels is set. Feedback controlled.

  That is, for each cycle, the steering angle δ of the front wheels is obtained based on the current steering angle θ and the relative rotation angle θre, and the target relative rotation angle θret is calculated as a deviation between the target steering angle δbt and the steering angle δ of the front wheels. Then, the steering angle varying device 14 is controlled to rotate the lower steering shaft 30 relative to the upper steering shaft 28 so as to rotate the target relative rotation angle θret, whereby the steering angle of the front wheels is controlled to the target steering angle δbt. Therefore, the steering angle of the front wheels is controlled to the target steering angle δbt by feedback control, whereby the vehicle travels along the target locus of the exponential function.

  Therefore, according to the fourth embodiment, in a situation where the trajectory control is to be executed, the rudder angle of the front wheels is controlled to the target rudder angle δbt, so that the vehicle can be operated regardless of the presence or absence of the driver's steering operation. The traveling locus of the vehicle can be controlled to travel along the target locus of the exponential function.

  In particular, according to the fourth embodiment, the target relative rotation angle θret is calculated as a deviation between the target steering angle δbt and the current steering angle δ of the front wheels. Therefore, even if the driver performs a steering operation after the start or update of the trajectory control, the steering angle of the front wheels can be reliably controlled to the target steering angle δbt. In addition, when the driver performs a steering operation so that the steering angle is suitable for running the vehicle along the target locus of the exponential function, the feedback control amount becomes small. Therefore, when the driver is skilled in driving operation, the control amount of the steering angle varying device 14 can be reduced and the load can be reduced as compared with the case of the third embodiment described above.

  Further, according to the first to fourth embodiments described above, in step 800, the steering torque fluctuation amount ΔThat is calculated to cancel the steering torque fluctuation caused by the control of the steering angle of the front wheels accompanying the trajectory control. Is done. The target assist torque Tpat is calculated as the sum of the driver's steering burden reduction torque Tpad and the steering torque fluctuation amount ΔThat, and the electric power steering device 22 is controlled so that the assist torque becomes the target assist torque Tpat.

  Therefore, not only the driver's steering burden can be reduced, but also the fluctuation of the steering torque caused by the control of the steering angle of the front wheels associated with the trajectory control is offset, and the driver feels uncomfortable with the steering torque due to the trajectory control. It is possible to effectively prevent learning.

Fifth Embodiment As shown in Table 2, the fifth embodiment has the following features.
Steering angle control device: By-wire type Target locus: Arc shape Steering angle control: Feed forward Steering reaction force control: Non-mechanical steering angle control device steering reaction force control

  FIG. 19 is a schematic configuration diagram showing a fifth embodiment of a vehicle travel control device according to the present invention applied to a vehicle equipped with a by-wire type steering device.

  In FIG. 19, the code | symbol 80 has shown the driving | running control apparatus of 5th Embodiment generally. When the steering wheel 20 as the steering input means is steered by the driver, the rack and pinion type steering mechanism 82 drives the rack bar 84 and the tie rods 26L and 26R, thereby causing the left and right front wheels 18FL and 18FR to move. Steered.

  The steering shaft 86 connected to the steering wheel 20 and the pinion shaft 88 of the steering mechanism 82 are not connected to each other. An electric motor 90 for applying a steering reaction force torque is connected to the steering shaft 86 via a reduction gear mechanism not shown in FIG. The electric motor 90 is controlled by the steering reaction force control unit of the electronic control unit 92, whereby a required steering reaction force torque is applied to the steering wheel 20. The pinion shaft 88 is connected with an electric motor 94 for turning driving via a reduction gear mechanism not shown in FIG. The electric motor 94 is controlled by the rudder angle control unit of the electronic control unit 92, and thereby the pinion shaft 88 is rotationally driven.

  In the illustrated embodiment, the rotation of the pinion shaft 88 is converted into a linear motion of the rack bar 84 by a rack-and-pinion type steering mechanism 82 as a rotation-linear motion conversion mechanism. However, the steering mechanism may be of any configuration known in the art.

  Thus, the steering wheel 20, the steering mechanism 82, the electric motors 90, 94, etc. steer the left and right front wheels 18FL and 18FR in accordance with the driver's steering operation, and without depending on the driver's steering operation as necessary. A by-wire type steering device 96 for correcting the steering angle of the left and right front wheels is configured.

  The steering shaft 86 is provided with a steering angle sensor 50 that detects the steering angle θ, and a signal indicating the steering angle θ detected by the steering angle sensor 50 is input to the electronic control unit 92. A signal indicating the vehicle speed V detected by the vehicle speed sensor 56 and a signal indicating the rotation angle θp of the pinion shaft 88 detected by the rotation angle sensor 98 are also input to the electronic control unit 92. Further, navigation information is input to the electronic control device 92 from the navigation device 58.

  Each control unit of the electronic control device 92 may include a CPU, a ROM, a RAM, and an input / output port device, which are connected to each other via a bidirectional common bus. The steering angle sensor 50 and the rotation angle sensor 98 detect the steering angle θ and the rotation angle θp, respectively, with the case where the vehicle is steered in the left turn direction being positive.

  As will be described in detail later, the electronic control device 92 controls the motors 90 and 94 of the steering device 96 according to the flowcharts shown in FIGS. In particular, the electronic control unit 92 also determines the necessity of vehicle trajectory control based on the steering angle θ and the vehicle speed V. When the electronic control unit 92 determines that the trajectory control is unnecessary, the electronic control unit 92 calculates a target steering gear ratio Nt for achieving a predetermined steering characteristic based on the vehicle speed V so as to increase as the vehicle speed V increases. Further, the electronic control device 92 controls the electric motor 94 of the steering device 96 so that the steering gear ratio becomes the target steering gear ratio Nt.

  Further, when the electronic control unit 92 determines that the trajectory control is necessary, the target steering angle δat of the front wheels for causing the vehicle to travel along the arc-shaped target trajectory based on the steering angle θ and the vehicle speed V at that time = δ ′ is calculated according to Equation 24 above. Then, the electronic control device 92 controls the electric motor 94 of the steering device 96 so that the steering angle of the left and right front wheels becomes the target steering angle δat regardless of whether or not the driver performs a steering operation.

  Note that when the steering angle of the left and right front wheels reaches the target steering angle δat, the electronic control device 92 does not change the steering angle of the left and right front wheels unless the locus control update condition or termination condition is satisfied.

  Further, the electronic control unit 92 calculates the corrected detected steering torque Th0 according to the above equation 86 regardless of whether or not the trajectory control is being executed, and steers based on the corrected detected steering torque Th0 and the vehicle speed V. The burden reducing torque Tpad is calculated. Then, the electronic control unit 92 calculates the target steering torque Thbt according to the above equation 93, and controls the electric motor 90 of the steering device 96 so that the steering torque becomes the target steering torque Thbt.

  Next, vehicle travel control according to the fifth embodiment will be described with reference to the flowcharts shown in FIGS. Note that the travel control according to the flowchart shown in FIG. 20 is started by closing an ignition switch (not shown), and is repeatedly executed at predetermined time intervals. 20 and FIG. 21, steps corresponding to the steps shown in FIG. 2 and FIG. 6 are assigned the same step numbers as those shown in FIG. 2 and FIG. Yes.

  As understood from the comparison between FIG. 20 and FIG. 2, in the fifth embodiment, steps 50 to 400 and step 700 are executed in the same manner as in the first embodiment. However, steps corresponding to step 750 and step 800 in the first embodiment are not executed, and step 900 is executed instead of step 800.

  In step 600 in the fifth embodiment, control of the steering angle of the front wheels for trajectory control is performed according to the flowchart shown in FIG.

  Steps 610 to 630 and step 650 of the flowchart shown in FIG. 21 are executed in the same manner as in the first embodiment described above, but steps corresponding to step 640 of the first embodiment are not executed.

  In step 645, which is executed after step 630, the steering angle δ of the front wheel is obtained based on the rotation angle θp of the pinion shaft 88 when the trajectory control is started or updated, and this value is the step described later. The previous value δatf of the steering angle of the front wheels at 660 is set.

  If a negative determination is made in step 650, the target value δatp of the front wheel rudder angle in the current cycle in step 660 becomes the previous value δatf of the front wheel rudder angle and the rudder angle calculated in step 630. It is set to the sum of the control amount Δδatc. On the other hand, when an affirmative determination is made in step 650, the target value δatp of the front wheel steering angle in the current cycle is set to the previous value δatf of the front wheel steering angle in step 670.

  In step 680, the electric motor 94 of the steering device 96 is controlled so that the steering angle of the front wheels becomes the target value δatp of the steering angle of the front wheels in the current cycle.

  In step 690, the target value δatp of the front wheel steering angle in the current cycle is set to the previous value δatf of the front wheel steering angle in preparation for the next cycle.

  Therefore, in the fifth embodiment, the control of the steering angle of the front wheels for causing the vehicle to travel along the arc-shaped target locus is achieved by feedforward control, whereby the vehicle has an arc-shaped target locus. Drive along.

  Therefore, according to the fifth embodiment, in the situation where the trajectory control is to be executed, the rudder angle of the front wheels is controlled to the target rudder angle δat, so that the vehicle does not require a steering operation by the driver. The traveling locus of the vehicle can be controlled to travel along the arc-shaped target locus.

  Further, according to the fifth embodiment, in step 400, the target steering angle δat of the front wheels is calculated in the same manner as in the first embodiment described above. Therefore, as in the case of the first embodiment, the arc-shaped target locus set based on the steering angle θ and the vehicle speed V when the locus control is started or updated is an appropriate target locus for the actual travel path. It can be determined whether or not there is. Then, when the set arc-shaped target locus is not an appropriate target locus for the actual traveling path, the target locus is corrected to be an appropriate target locus for the actual traveling path, and the corrected arc-shaped target locus is corrected. The vehicle can be driven along the target locus.

  In particular, according to the fifth embodiment, the control of the steering angle of the front wheels is feedforward control that is performed based on the steering angle δ of the front wheels when the trajectory control is started or updated. When the control of the steering angle of the front wheels based on the deviation Δδat is completed, the control of the steering angle of the front wheels for the trajectory control is not performed until the trajectory control is completed or updated. Therefore, as in the case of the sixth embodiment described later, the control of the rudder angle of the front wheels is feedback control, and the arc-shaped trajectory is set as the target trajectory as compared with the case where detection of the rudder angle of the front wheels is required for each cycle. It is possible to simply execute the trajectory control.

  In step 900 corresponding to step 800 in the first to fourth embodiments described above, steering torque that the driver feels as a steering reaction force is controlled. First, the corrected detected steering torque Th0 is calculated according to the above equation 86 based on the steering angle θ. Further, the basic steering burden reduction torque Tpadb is calculated from the map corresponding to the graph shown in FIG. 22 based on the detected steering torque Th0 after correction, and based on the vehicle speed V, the map corresponding to the graph shown in FIG. A vehicle speed coefficient Kv is calculated. The steering burden reduction torque Tpad is calculated as the product of the basic steering burden reduction torque Tpadb and the vehicle speed coefficient Kv. The steering burden reduction torque Tpad may be calculated from a map corresponding to the graph shown in FIG.

  Further, the target steering torque Thbt is calculated according to the above equation 93 based on the corrected detected steering torque Th0 and the steering burden reduction torque Tpad, and the electric motor 90 of the steering device 96 is controlled so that the steering torque becomes the target steering torque Thbt.

  The control of the steering torque by the control of the electric motor 90 is similarly performed in the sixth to eighth embodiments described later. That is, when the rudder angle control device is of a by-wire type, the steering torque control is the same regardless of whether the target locus is an arc or not and whether the rudder angle control is feedforward control. It is performed as follows.

Sixth Embodiment As shown in Table 2 above, this sixth embodiment has the following features.
Steering angle control device: By-wire type Target locus: Arc shape Steering angle control: Feedback Steering reaction force control: Non-mechanical steering angle control device steering reaction force control

  The vehicle running control in the sixth embodiment is basically executed in the same manner as in the fifth embodiment described above, but in the steering angle control in step 600, the steering angle of the front wheels is Feedback controlled.

  That is, for each cycle, the current steering angle δ of the front wheels is obtained based on the rotation angle θp of the pinion shaft 88, and a deviation Δδat between the target steering angle δat of the front wheels and the current steering angle δ is calculated. Then, the electric motor 94 of the steering device 96 is controlled so that the steering angle deviation Δδat becomes small. Therefore, the rudder angle of the front wheels is controlled to the target rudder angle δat by feedback control, whereby the vehicle travels along the arc-shaped target locus.

  Therefore, according to the sixth embodiment, in the situation where the trajectory control is to be executed, the rudder angle of the front wheels is controlled to the target rudder angle δat, so that the vehicle can be operated regardless of the driver's steering operation. The traveling locus of the vehicle can be controlled to travel along the arc-shaped target locus.

  In particular, according to the sixth embodiment, the steering angle deviation Δδat is calculated as the deviation between the target steering angle δat of the front wheels and the current steering angle δ for each cycle. Therefore, the steering angle of the front wheels can be accurately controlled to the target steering angle δat as compared with the fifth embodiment in which the steering angle of the front wheels is controlled in a feed forward manner.

Seventh Embodiment As shown in Table 2, the seventh embodiment has the following features.
Steering angle control device: By-wire type Target locus: Exponential function Steering angle control: Feed forward Steering reaction force control: Non-mechanical steering angle control device steering reaction force control

  As shown in FIG. 24, the vehicle travel control in the seventh embodiment is basically executed in the same manner as in the fifth embodiment described above. However, if an affirmative determination is made at step 200 or 300, the target rudder angle δbt of the front wheels for causing the vehicle to travel along the trajectory of the exponential function at step 400 is a flowchart shown in FIGS. Is calculated according to

  In step 600 of the seventh embodiment, the steering angle of the front wheels is controlled in a feed-forward manner with the target steering angle δbt of the front wheels as a target for each cycle. That is, for each cycle, the electric motor 94 of the steering device 96 is controlled based on the deviation between the target rudder angle δbt of the front wheel in the current cycle and the target rudder angle δbt of the front wheel in the previous cycle. Therefore, the rudder angle of the front wheels is controlled to the target rudder angle δbt by feedforward control, whereby the vehicle travels along the target locus of the exponential function.

  The “target rudder angle δbt of the front wheel of the previous cycle” when the trajectory control is started or updated is the front wheel rudder angle obtained based on the rotation angle θp of the pinion shaft 88 when the trajectory control is started or updated. δ is set.

  Therefore, according to the seventh embodiment, in a situation where the trajectory control is to be executed, the rudder angle of the front wheels is controlled to the target rudder angle δbt, whereby the vehicle can be indexed without requiring the driver's steering operation. The traveling locus of the vehicle can be controlled so as to travel along the target locus of the function.

  According to the seventh embodiment, in step 400, the target rudder angle δbt of the front wheels is calculated in the same manner as in the third embodiment described above. Therefore, as in the case of the third embodiment, the target locus of the exponential function set based on the steering angle θ and the vehicle speed V when the locus control is started or updated is an appropriate target locus for the actual travel path. It can be determined whether or not there is. Then, when the target path of the set exponential function is not an appropriate target trajectory for the actual travel path, the target trajectory is corrected so as to be an appropriate target trajectory for the actual travel path. The vehicle can be driven along the target locus.

  In particular, according to the seventh embodiment, the control of the steering angle of the front wheels is a feedforward control performed based on the steering angle of the front wheels when the trajectory control is started or updated as in the fifth embodiment described above. is there. Therefore, as in the case of the eighth embodiment to be described later, the control of the rudder angle of the front wheels is feedback control, and the trajectory of the exponential function is the target trajectory as compared with the case where detection of the rudder angle of the front wheels is required for each cycle. It is possible to simply execute the trajectory control.

Eighth Embodiment The eighth embodiment has the following features as shown in Table 2 above.
Steering angle control device: By-wire type Target locus: Exponential function Steering angle control: Feedback Steering reaction force control: Non-mechanical steering angle control device steering reaction force control

  The vehicle travel control in the eighth embodiment is basically executed in the same manner as in the seventh embodiment described above, but in the trajectory control in step 600, the steering angle of the front wheels is fed back. Be controlled.

  That is, for each cycle, the current steering angle δ of the front wheels is obtained based on the steering angle θ and the relative rotation angle θre, and the motor 94 of the steering device 96 is based on the deviation between the target steering angle δbt of the front wheels and the current steering angle δ. Is controlled, the steering angle of the front wheels is controlled to the target steering angle δbt. Therefore, the steering angle of the front wheels is controlled to the target steering angle δbt by feedback control, whereby the vehicle travels along the target locus of the exponential function.

  Therefore, according to the eighth embodiment, in the situation where the trajectory control is to be executed, the rudder angle of the front wheels is controlled to the target rudder angle δbt, so that the vehicle can be operated regardless of the presence or absence of the driver's steering operation. The traveling locus of the vehicle can be controlled to travel along the target locus of the exponential function.

  In particular, according to the eighth embodiment, the steering angle of the front wheels is controlled based on the deviation between the target steering angle δbt and the current steering angle δ for each cycle. Therefore, the steering angle of the front wheels can be accurately controlled to the target steering angle δbt as compared with the case of the seventh embodiment in which the steering angle of the front wheels is controlled in a feed forward manner.

  Further, according to the fifth to eighth embodiments described above, the steering angle control device is a semi-bias wire type steering angle control device, and the value corresponding to the steering torque when the steering angle of the front wheels is not controlled by the steering angle control device. Then, the corrected detected steering torque Th0 is calculated. Based on the corrected detected steering torque Th0 and the vehicle speed V, the steering burden reducing torque Tpad is calculated. Further, the target steering torque Tpbt is calculated as a value obtained by subtracting the steering burden reduction torque Tpad from the corrected detected steering torque Th0, and the electric motor 90 of the steering device 96 is controlled so that the steering torque becomes the target steering torque Tpbt.

  Therefore, not only can the driver be given a moderate steering burden, but also fluctuations in the steering torque due to the control of the steering angle of the front wheels associated with the trajectory control can be prevented, and the driver feels uncomfortable with the steering torque due to the trajectory control. Can be effectively prevented.

  From the above description, according to each of the above-described embodiments, the vehicle can be driven along a trajectory desired by the driver without requiring acquisition of out-of-vehicle information for obtaining the target trajectory and actual trajectory of the vehicle. Will be understood.

  Further, according to each of the above-described embodiments, when the set target trajectory is not an appropriate target trajectory with respect to the actual travel path, the target trajectory is corrected to be an appropriate target trajectory with respect to the actual travel path. The vehicle can be driven along the corrected target locus.

  In this case, the target arrival position is corrected by correcting the length of the guide rod without correcting the inclination angle of the guide rod, thereby correcting the target locus. Therefore, it is possible to easily correct the target trajectory for adapting to the actual travel path as compared with the case where the inclination angle of the guide rod is also corrected. Further, the degree of deviation of the target locus from the locus desired by the driver can be reduced as compared with the case where the inclination angle of the guide rod is also corrected.

  Further, according to each of the above-described embodiments, when it is determined in step 435 that the correction coefficient Ka is not within the predetermined range, that is, the target locus is corrected to be an appropriate target locus with respect to the actual travel path. If it is determined that it cannot be performed, the trajectory control is terminated. Therefore, compared with the case where the determination in step 435 is not performed, the possibility that the target locus is excessively corrected can be reduced. Further, it is possible to reduce the possibility that the trajectory control is executed in accordance with the excessively corrected target trajectory and the possibility that the vehicle travels on an inappropriate route with respect to the actual travel route.

  In addition, according to the first, second, fifth, and sixth embodiments described above, the target locus is an arcuate locus, so that the necessary calculation is performed as compared with the case where the target locus is an exponential locus. The amount can be reduced and the trajectory of the vehicle can be easily controlled.

  In addition, according to the third, fourth, seventh, and eighth embodiments described above, the target locus is an exponential locus, so that the vehicle locus is compared to the case where the target locus is an arcuate locus. Can be controlled to a more preferable trajectory for the vehicle occupant. In particular, according to these embodiments, the target locus of the exponential function is set so that the distance x changes according to the above equation 40. Therefore, a trajectory preferable for human perception characteristics can be achieved as compared with a case where the target trajectory is an arc-shaped trajectory.

  Although the present invention has been described in detail with respect to specific embodiments, the present invention is not limited to the above-described embodiments, and various other embodiments are possible within the scope of the present invention. It will be apparent to those skilled in the art.

  For example, the guide bar extends along the front-rear direction of the front wheel. However, as long as the inclination angle of the guide bar with respect to the front-rear direction of the vehicle is set based on the amount of steering operation by the driver, the front-rear direction of the front wheel The direction may be different from the direction along. For example, the inclination angle of the guide rod may be set to the product of the steering angle δ of the front wheels and the direction correction coefficient Kd.

  In each embodiment, the navigation device 58 is a means for acquiring the travel route information. However, the travel route information is acquired wirelessly from a travel route information providing device installed along the travel route. Also good.

  In each embodiment, when a negative determination is made in step 435, the control proceeds to step 150 and the trajectory control is terminated. However, the trajectory control is terminated when an alarm is issued. May be modified. In that case, the driver can be warned by an alarm that the steering angle θ or the vehicle speed V may not be suitable for the travel path.

  In each embodiment, the vehicle travel control includes the control of the steering angle of the front wheels and the control of the steering torque. However, the control of the steering torque may be executed in an arbitrary manner. For example, in the first to fourth embodiments described above, the control of the steering reaction force is controlled by the second method, but it is modified to be controlled by the first method. May be.

  In each embodiment, the steering angle of the front wheels is controlled in a feedforward type or a feedback type, but based on the sum of the feedforward control amount multiplied by the gain and the feedback control amount, respectively. May be modified to be controlled.

  Further, in the first and fifth embodiments described above, the control amount of the steering angle for each cycle is set to the same value, but the control amount of the steering angle is a value that differs for each cycle. May be modified to be set to

  DESCRIPTION OF SYMBOLS 10 ... Travel control device, 14 ... Steering angle variable device, 20 ... Steering wheel, 22 ... Electric power steering device, 50 ... Steering angle sensor, 52 ... Steering torque sensor, 54 ... Rotation angle sensor, 56 ... Vehicle speed sensor, 58 DESCRIPTION OF SYMBOLS ... Navigation device, 80 ... Traveling control device, 82 ... Steering mechanism, 90, 94 ... Electric motor, 100 ... Front wheel, 102 ... Rear wheel, 104 ... Vehicle, 108 ... Target course, 110 ... Guide rod

Claims (16)

  A steering angle control means for changing the relationship of the steering angle of the steered wheel with respect to the steering operation amount of the driver, and a means for acquiring travel path information, start or update the control of the vehicle trajectory according to a preset procedure. When it is determined that the vehicle should be driven, steering is performed so that the vehicle travels along the target locus necessary for the vehicle to reach the target arrival position in the target traveling direction based on the driver's steering operation amount and vehicle speed at that time. A vehicle travel control device that calculates a target rudder angle of a wheel and controls the rudder angle of a steered wheel by the rudder angle control means based on the target rudder angle, wherein the target arrival position is a predetermined range of a travel path A vehicle travel control device that corrects the target rudder angle so that the target arrival position is within a predetermined range of the travel path when the target travel position is not within.   A correction coefficient for correcting the distance from the vehicle to the target arrival position at the time point is calculated so that the target arrival position falls within a predetermined range of the travel path, and the target steering angle is calculated based on the correction coefficient. The vehicle travel control apparatus according to claim 1, wherein correction is performed.   The vehicle travel control apparatus according to claim 2, wherein when the magnitude of the correction coefficient is equal to or greater than a reference value, the control of the trajectory is terminated.   The target trajectory is a virtual orthogonal coordinate in which a straight line indicating the target traveling direction is a time coordinate axis, and a perpendicular drawn from the vehicle position at the time point to the time coordinate axis is a distance coordinate axis. 2. The vehicle travel control apparatus according to claim 1, wherein the vehicle travel control apparatus has an exponential function curve in which an elapsed time from a time point is an index variable.   The target trajectory is in an arc shape in contact with a straight line indicating the front-rear direction of the vehicle at the time point at the vehicle position at the time point and in contact with a straight line indicating the target traveling direction at the target arrival position. The vehicle travel control device according to claim 1, wherein the vehicle travel control device is a curve.   The steering angle of the steered wheel is corrected so that the magnitude of the deviation between the steered angle of the steered wheel and the target rudder angle at the time is reduced. Vehicle travel control device.   6. The vehicle according to claim 1, wherein the steering angle of the steering wheel is corrected so that a difference between an actual steering angle of the steering wheel and the target steering angle is small. Travel control device.   The target reaching position is determined based on a driver's steering operation amount and vehicle speed at the time, and the target traveling direction is determined based on the driver's steering operation amount at the time. The vehicle travel control apparatus according to any one of claims 1 to 5.   With the angle determined based on the driver's steering operation amount at the time point as a reference angle, the target arrival position is in a direction inclined by the reference angle with respect to the vehicle front-rear direction from the vehicle position at the time point. 9. The vehicle travel control device according to claim 8, wherein the vehicle travel control device is located on a drawn straight line, and a distance from the vehicle position at the time point to the target arrival position is a value depending on a vehicle speed.   A straight line connecting the vehicle position at the time point and the target arrival position is used as a reference line for the direction, and the target traveling direction is in a direction inclined at the reference angle with respect to the reference line of the direction at the target arrival position. The vehicle travel control apparatus according to claim 9, wherein the vehicle travel control apparatus is determined.   In a situation where the locus is not controlled, the change rate of the driver's steering operation amount after the change rate of the driver's steering operation amount becomes larger than the first reference value for the control start determination. 6. The vehicle according to claim 1, wherein it is determined that the control of the trajectory should be started when the size of the vehicle becomes smaller than a second reference value for the control start determination. Travel control device.   In the situation where the locus is controlled, the change rate of the driver's steering operation amount after the change rate of the driver's steering operation amount becomes larger than the first reference value of the control update determination. 6. The vehicle according to claim 1, wherein it is determined that the control of the trajectory should be updated when the size of the vehicle becomes smaller than a second reference value of the control update determination. Travel control device.   A target distance is obtained as a product of the reference distance and a natural exponential function having an elapsed time from the time point as an index variable, with the distance from the vehicle to the coordinate axis of the time at the time point being a reference distance. 5. The vehicle travel control apparatus according to claim 4, wherein the trajectory is obtained as a line connecting the position of the target distance from the coordinate axis of the time.   ΔT is a general time required for a person to perceive the change in the visual information after the change in the visual information outside the vehicle related to the necessity of the steering operation, and the Weber ratio is −k. The vehicle travel control apparatus according to claim 13, wherein an elapsed time of t is t, and an index of the natural exponential function is − (k / ΔT) t.   The rudder angle control means controls the rudder angle varying means for correcting the rudder angle of the steered wheels by driving the steered wheels relative to the steering input means operated by the driver, and the rudder angle varying means. The vehicle travel control device according to any one of claims 1 to 5, wherein the vehicle travel control device is a semi-by-wire steering angle control means having a control means.   The steering angle control means is a steering means for changing a steering angle of a steered wheel, a means for detecting a steering operation amount of the driver with respect to the steering input means, and a normal operation based on the steering operation amount of the driver. 2. A by-wire type rudder angle control means having a control means for controlling the rudder means and controlling the steer means without depending on the steering operation of the driver as required. 4. The vehicle travel control device according to any one of 3 above.

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