JP2018052270A - Steering control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To achieve appropriate traveling along a target course by appropriately determining a running state of a vehicle and bringing an actual steering angle of the vehicle close to a target steering angle accurately and stably.SOLUTION: A target steering angle δt required for an own vehicle to run along a target course is calculated by calculation including a first integration term for executing at least integration processing and steering angle control is executed by calculation including a second integration term for executing at least integration processing so that an actual steering angle δr becomes the target steering angle δt. At this time, when a stopping state of the own vehicle is detected, addition of the first integration term used for calculation of the target steering angle δt is stopped and retained and addition of the second integration term used for steering angle control is stopped and retained. On the other hand, when starting from a stopping state of the own vehicle is detected, the target steering angle δt is set at an actual steering angle δr of the own vehicle at that time, and the second integration term used for steering angle control is reset.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a steering control device for a vehicle that sets a target course and performs control so as to follow the target course.

  2. Description of the Related Art In recent years, various techniques for steering control so as to travel along a set target course have been proposed and put into practical use in vehicles as techniques for automatic driving and driver assistance. For example, in Japanese Patent Laying-Open No. 2015-20604 (hereinafter referred to as Patent Document 1), in lane keeping control in which the host vehicle follows a set target course, a deviation between the target rudder angle and the actual rudder angle is calculated. An electric power steering motor that calculates a proportional value proportional to the deviation, calculates an integral value obtained by integrating the deviation, calculates a differential value obtained by differentiating the deviation, and adds the proportional value, the integral value, and the differential value A technique of an electric power steering motor control device that calculates a follow-up command for the above is disclosed.

JP2015-20604 A

  By the way, in order to eliminate the deviation between the target value (target rudder angle) and the actual value (actual rudder angle) as in the electric power steering motor control device disclosed in Patent Document 1 described above, the deviation is integrated into the follow-up command. The provision of terms is generally done. However, when the vehicle is stopped, the resistance of the tire to the steering, such as friction, is large, so the deviation between the target rudder angle and the actual rudder angle does not converge to zero, or it takes a long time, so the integral term of the deviation becomes large and follows There is a problem that the directive becomes excessively large. At the same time, in order to make the host vehicle follow the target course, it is common to integrate the position deviation between the target course and the host vehicle and add this to the target rudder angle, but the vehicle position changes when the vehicle stops. Therefore, the position deviation does not become zero, and there is a problem that the target rudder angle becomes excessively large as the integration continues to increase. When the vehicle starts with such a follow-up command and the target rudder angle, the steering is abruptly steered and unintended steering may be performed.

  The present invention has been made in view of the above circumstances, and appropriately determines the driving state of the vehicle, accurately and stably approaches the target rudder angle of the vehicle to the target rudder angle, and travels appropriately along the target course. An object of the present invention is to provide a steering control device for a vehicle that can be used.

  One aspect of the steering control device for a vehicle according to the present invention sets a target course based on forward environment information and travel information of the host vehicle, and sets a target steering angle required for the host vehicle to travel along the target course. A target rudder angle calculating means for calculating by calculation including at least a first integral term for performing integration processing; and a second integral term for performing at least integration processing so that the actual rudder angle of the host vehicle becomes the target rudder angle. A steering control device for a vehicle comprising a steering angle control means for controlling the steering angle by a calculation including the target steering angle calculation means used to calculate the target steering angle when a stop state of the host vehicle is detected. The addition of the first integral term is stopped and held, and the steering angle control means stops and holds the addition of the second integral term used for the steering angle control. Another aspect of the vehicle steering control device according to the present invention is required to set a target course based on the front environment information and travel information of the host vehicle and to travel along the target course. A target rudder angle calculating means for calculating a target rudder angle by a calculation including at least a first integral term for performing an integration process; and a second for performing at least an integration process so that the actual rudder angle of the host vehicle becomes the target rudder angle. A steering angle control means for controlling the steering angle by a calculation including an integral term of the vehicle, and when the vehicle starts from a stop state, the target steering angle calculation means The target rudder angle is set to the actual rudder angle of the host vehicle at that time, and the rudder angle control means resets the second integral term used for the rudder angle control. Furthermore, another different aspect of the steering control device for a vehicle according to the present invention is required for setting a target course based on the front environment information and the traveling information of the host vehicle, and for the host vehicle to travel along the target course. A target rudder angle calculating means for calculating a correct target rudder angle by a calculation including at least a first integral term for performing an integration process; A steering angle control means for controlling the steering angle by a calculation including an integral term of 2 when the stop state of the host vehicle is detected. While the addition of the first integral term used for calculating the angle is stopped and held, the steering angle control means stops and holds the addition of the second integral term used for the steering angle control. When a start from a stop state is detected, Steering angle calculating means, the target steering angle, and sets the actual steering angle of the vehicle at that time, the steering angle control unit resets the second integral term used for the steering angle control.

  According to the vehicle steering control device of the present invention, it is possible to appropriately determine the driving state of the vehicle, and to appropriately travel along the target course by bringing the actual steering angle of the vehicle close to the target steering angle accurately and stably. Is possible.

1 is a configuration explanatory diagram of a vehicle steering system according to an embodiment of the present invention. FIG. It is a functional block diagram of a steering control part concerning one embodiment of the present invention. It is a flowchart of the vehicle state determination processing program based on one Embodiment of this invention. It is a flowchart of the target rudder angle control routine based on one Embodiment of this invention. It is explanatory drawing of each curvature component of the lane based on one Embodiment of this invention. It is explanatory drawing of the deviation | shift amount of the position in the vehicle width direction of the estimated vehicle locus | trajectory of the own vehicle and a target course based on one Embodiment of this invention. It is explanatory drawing of the yaw angle with respect to the target course based on one Embodiment of this invention.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  In FIG. 1, reference numeral 1 denotes an electric power steering device in which a steering angle can be set independently of a driver input. In the electric power steering device 1, a steering shaft 2 is connected to a vehicle body frame (not shown) via a steering column 3. It is rotatably supported, and one end thereof extends to the driver's seat side and the other end extends to the engine room side. A steering wheel 4 is fixed to an end portion of the steering shaft 2 on the driver's seat side, and a pinion shaft 5 is connected to an end portion extending to the engine room side.

  A steering gear box 6 extending in the vehicle width direction is disposed in the engine room, and a rack shaft 7 is inserted into and supported by the steering gear box 6 so as to be reciprocally movable. A rack (not shown) formed on the rack shaft 7 is engaged with a pinion formed on the pinion shaft 5 to form a rack and pinion type steering gear mechanism.

  The left and right ends of the rack shaft 7 protrude from the end of the steering gear box 6, and a front knuckle 9 is connected to the end via a tie rod 8. The front knuckle 9 rotatably supports left and right wheels 10L and 10R as steering wheels and is supported by a vehicle body frame so as to be steerable. Accordingly, when the steering wheel 4 is operated and the steering shaft 2 and the pinion shaft 5 are rotated, the rack shaft 7 is moved in the left-right direction by the rotation of the pinion shaft 5, and the front knuckle 9 is moved by the movement to the kingpin shaft (not shown). And the left and right wheels 10L, 10R are steered in the left-right direction.

  Further, an electric power steering motor (electric motor) 12 is connected to the pinion shaft 5 via an assist transmission mechanism 11, and assists and sets the steering torque applied to the steering wheel 4 by the electric motor 12. The steering torque (indicated torque) is added so as to achieve the target steering angle δt. The electric motor 12 is driven by the motor drive unit 21 by outputting a control amount (control torque) Tp from a steering control unit 20 described later to the motor drive unit 21.

  The steering control unit 20 includes a front environment recognition device 31 that recognizes the front environment of the vehicle and acquires front environment information, a vehicle speed sensor 32 that detects the vehicle speed V, and a steering angle sensor that detects the steering angle (actual steering angle) δr. 33 etc. are connected.

  The front environment recognition device 31 is, for example, attached to the front of the ceiling in a vehicle interior at a constant interval, and a pair of cameras that take a stereo image of an object outside the vehicle from different viewpoints, and an image processing device that processes image data from this camera It consists of and.

  The processing of image data from the camera in the stereo image processing device of the forward environment recognition device 31 is performed as follows, for example. First, distance information is obtained from a pair of stereo image pairs taken in the traveling direction of the host vehicle captured by the camera from a corresponding positional shift amount to generate a distance image.

  In recognition of lane markings such as white lines, the left and right lanes on the image plane are evaluated based on the knowledge that the lane markings are brighter than the road surface. The position of the lane marking is specified on the image plane. The position (x, y, z) of the lane marking in the real space is based on the position (i, j) on the image plane and the parallax calculated with respect to this position, that is, based on the distance information. It is calculated from a known coordinate conversion formula. In the present embodiment, the coordinate system of the real space set based on the position of the host vehicle is, for example, as shown in FIG. 6, with the road surface directly below the center of the camera as the origin, the vehicle width direction as the x axis, The vehicle height direction is the y-axis, and the vehicle length direction (distance direction) is the z-axis. At this time, the xz plane (y = 0) coincides with the road surface when the road is flat. The road model is expressed by dividing the traveling lane of the host vehicle on the road into a plurality of sections in the distance direction and connecting the left and right lane markings in each section to a predetermined approximation. In the present embodiment, the example of recognizing the shape of the travel path based on images from a set of cameras has been described. However, the shape is obtained based on image information from a monocular camera and a color camera. May be.

  Then, the steering control unit 20 sets a target course based on the front environment information and the travel information of the host vehicle based on each input signal described above, and the target rudder necessary for the host vehicle to travel along the target course. The angle δt is calculated by calculation including at least a first integral term that performs integration processing, and the steering angle is calculated by calculation including at least a second integration term that performs integration processing so that the actual steering angle δr becomes the target steering angle δt. Control. At this time, when the stop state of the host vehicle is detected, the addition of the first integral term used for calculating the target steering angle δt is stopped and held, and the addition of the second integral term used for the steering angle control is stopped. On the other hand, when starting from the stop state of the host vehicle is detected, the target rudder angle δt is set to the actual rudder angle δr of the host vehicle at that time, and the second integration used for the rudder angle control Reset the term.

  Therefore, as shown in FIG. 2, the steering control unit 20 includes a vehicle state determination unit 20a and a target rudder angle control unit 20b. The target rudder angle control unit 20b further includes a target rudder angle calculation unit 20m. And the rudder angle control unit 20n.

  The vehicle state determination unit 20 a receives the vehicle speed V from the vehicle speed sensor 32. Then, from the vehicle speed V and the longitudinal acceleration value calculated from the vehicle speed V, it is determined whether the driving state of the vehicle is a stop state, a start state after the stop, or another state.

  Specifically, as shown in the flowchart of FIG. 3, first, in step (hereinafter abbreviated as “S”) 101, when the vehicle speed V is 0, the vehicle is determined to be stopped, and the process proceeds to S <b> 102. The vehicle state determination flag FL is set to 1 (FL = 1).

  If it is determined as a result of the determination in S101 that the vehicle is not in a stopped state, the process proceeds to S103. For example, the vehicle speed V is equal to or lower than a preset threshold and the longitudinal acceleration is set in advance. Thus, it is determined whether or not the vehicle is in a starting state from a stop. In addition, in the vehicle start determination in S103, it may be added as a determination condition that the accelerator opening is equal to or greater than a threshold value, the brake switch is OFF, or the like.

  As a result of the determination in S103, if it is determined that the vehicle is in the start state from the stop, the process proceeds to S104, and the vehicle state determination flag FL is set to 2 (FL = 2).

  On the other hand, if it is determined in S103 that the vehicle is not in the starting state from the stop, the process proceeds to S105, and the vehicle state determination flag FL is set to 0 (FL = 0).

  Thus, after the vehicle state determination flag FL is set in S102, S104, or S105, the process proceeds to S106, and the vehicle state determination flag FL is set to the target rudder angle calculation unit 20m and the rudder angle control unit of the target rudder angle control unit 20b. Output to 20n and exit the routine.

  The target rudder angle calculation unit 20m of the target rudder angle control unit 20b receives the front environment information of the vehicle from the front environment recognition device 31, the vehicle speed from the vehicle speed sensor 32, and the actual steering angle δr from the steering angle sensor 33. The vehicle state determination flag FL indicating the vehicle state is input from the vehicle state determination unit 20a.

  The target rudder angle calculation unit 20m sets a target course (the center of the lane in the present embodiment) based on the front environment information and the travel information of the host vehicle, and the target necessary for the host vehicle to travel along the target course. The steering angle δt is calculated by a calculation including at least a first integral term for performing an integration process.

  Specifically, the target rudder angle calculation unit 20m calculates the target rudder angle δt by, for example, the following formula (1) when the vehicle state is neither the stop state nor the start state (when FL = 0). To do. In the present embodiment, the target rudder angle δt calculated by the equation (1) is set as the first target rudder angle.

δt = (Gθff · κ) + (Gθfb · Δx)
+ (Gθ1i · ∫ (Δx) dt)
+ (Gθfby · (θtl + θtr) / 2)
+ (Gθ1d · d ((θtl + θtr) / 2) / dt)
... (1)
Here, in the calculation term “(Gθff · κ)” in the above equation (1), κ indicates a curve curvature calculated based on the forward environment information, as shown by the following equation (2), for example. .

κ = (κl + κr) / 2 (2)
In equation (2), κl is a curvature component due to the left lane marking, and κr is a curvature component due to the right lane marking. Specifically, the curvature components κl and κr of the left and right lane markings are calculated by the second-order least square method with respect to the points constituting the left and right lane markings as shown in FIG. It is determined by using the coefficient of the quadratic term. For example, when a lane marking is approximated by a quadratic expression of x = A · z ² + B · z + C, a value of 2 · A is used as a curvature component. The curvature components κl and κr of these lane markings may be the curvatures of the respective lane markings themselves. Further, Gθff in the calculation term of “(Gθff · κ)” indicates a feed forward gain set in advance by experiment / calculation or the like.

  Further, in the calculation term of “(Gθfb · Δx)” in the above equation (1), Gθfb is a feedback gain set in advance by experiment / calculation or the like, and Δx is as shown in FIG. It is calculated by the following equation (3).

Δx = (xl + xr) / 2−xv (3)
In this equation (3), xv is the x coordinate of the estimated vehicle trajectory in the z coordinate of the forward gaze point (position) (0, zv) of the vehicle, and the forward gaze distance (z coordinate) of the front gaze point (0, zv). Zv is calculated by zv = tc · V in the present embodiment. Here, tc is a preset preview time, and is set to 1.2 sec, for example.

Therefore, xv can be calculated by, for example, the following equation (4) when using vehicle specifications, vehicle-specific stability factor As, or the like based on the running state of the vehicle.
xv = (1/2) · (1 / (1 + As · V ² )) · (δr / Lw)
・ (Tc ・ V) ² (4)
Here, Lw is a wheel base. In the equation (3), xl is the x coordinate of the left lane line in the z coordinate of the forward gazing point (0, zv), and xr is the right lane line in the z coordinate of the forward gazing point (0, zv). X coordinate.

The above xv can be calculated by the following equation (5) using the vehicle speed V and the yaw rate γ, or can be calculated by the following equation (6) based on the image information.
xv = (1/2) · (γ / V) · (V · tc) ² (5)
xv = (1/2) · κ · (V · tc) ² (6)
When tc is set to zero, Δx is the same value as xi. In this case, Δx is a constant term (that is, the lane line is calculated as x = A · z ² + B, for example, calculated by a second-order least square method for each point of the lane line obtained from the image information. -You may calculate from the value of C at the time of approximating with the formula of z + C.

  Further, in the calculation term “(Gθ1i · ∫ (Δx) dt)” in the above equation (1), Gθ1i is a gain set in advance by experiment, calculation, etc., and “∫ (Δx) dt”. Is an integral term (first integral term) of the amount of deviation (ie, Δx) between the estimated vehicle trajectory of the host vehicle and the position of the target course in the vehicle width direction (ie, the first integral term). This is a calculation term for compensating for a setting error of the target rudder angle caused by disturbance.

In addition, the calculation term “(Gθfby · (θtl + θtr) / 2)” in the above equation (1) is a calculation term that feedback-controls the yaw angle of the vehicle to the yaw angle along the target course. The gain set by experiment / calculation, etc., θtl is the inclination of the vehicle with respect to the left lane lane according to the image information from the forward environment recognition device 31, and θtr is the right lane zone according to the image information from the forward environment recognition device 31. This is the inclination of the vehicle with respect to the line (see FIG. 7). These θtl and θtr are, for example, the coefficients of the primary term calculated by the second least square method for each point of the lane line obtained from the image information (i.e., x = A · z ² + B · z + C) (B value when approximated by the equation)

  Further, the calculation term of “(Gθ1d · d ((θtl + θtr) / 2) / dt)” in the above-described equation (1) is that Gθ1d is a gain set in advance through experiments and calculations, and the yaw angle of the vehicle Is a differential operation term for improving the controllability for converging the yaw angle of the vehicle in the direction of the target course in feedback control to the yaw angle along the target course.

  Further, the target rudder angle calculation unit 20m calculates the target rudder angle δt, for example, the first integral term in the above-described equation (1), that is, when the vehicle state is the stop state (when FL = 1), that is, The addition of the first integral term of “(Gθ1i · ∫ (Δx) dt)” is stopped and held to calculate the target steering angle δt. In the present embodiment, the target steering angle δt calculated by stopping and holding the addition of the first integral term is set as the second target steering angle.

  Further, the target rudder angle calculation unit 20m sets the target rudder angle δt to the actual rudder angle δr of the host vehicle at that time when the vehicle state is a start state from a stop (in the case of FL = 2) ( δt = δr). In the present embodiment, the target rudder angle δt set when the vehicle state is the start state from the stop is set as the third target rudder angle.

  Thus, the target rudder angle δt set by the target rudder angle calculation unit 20m is output to the rudder angle control unit 20n. Thus, the target rudder angle calculation unit 20m is provided as target rudder angle calculation means.

  The steering angle control unit 20n receives the actual steering angle δr from the steering angle sensor 33, the vehicle state determination flag FL indicating the vehicle state from the vehicle state determination unit 20a, and the target steering angle δt from the target steering angle calculation unit 20m. Is entered. Then, by an operation including at least a second integral term for performing an integration process so that the actual rudder angle δr becomes the target rudder angle δt (so that the deviation between the target rudder angle δt and the actual rudder angle δr becomes 0). Steering angle control is performed (in this embodiment, so-called known PID control is adopted).

  Specifically, the steering angle control unit 20n, when the vehicle state is neither the stop state nor the start state (in the case of FL = 0), for example, the control amount (control torque) by the following equation (7). Tp is calculated and output to the motor drive unit 21. In the present embodiment, the steering angle control that calculates and outputs the control amount (control torque) Tp by the equation (7) is defined as the first steering angle control.

Tp = G2p · (δt−δr) + G2i · ∫ (δt−δr) dt
+ G2d · d (δt−δr) / dt (7)
Here, G2p, G2i, and G2d indicate a proportional gain, an integral gain, and a differential gain that are set in advance by experiments, calculations, and the like.

  The arithmetic term “G2i · ∫ (δt−δr) dt” in the equation (7) is the second integral term.

  In addition, when the vehicle state is the stop state (when FL = 1), the steering angle control unit 20n sets the control amount (control torque) Tp to, for example, the second integral term in the above-described equation (7), That is, the calculation is performed by stopping and holding the addition of the second integral term of “G2i · ∫ (δt−δr) dt”. In the present embodiment, the steering angle control calculated by stopping and holding the addition of the second integral term is referred to as second steering angle control.

  Furthermore, when the vehicle state is a start state from a stop (in the case of FL = 2), the rudder angle control unit 20n sets the control amount (control torque) Tp to the second integral term in the above equation (7). That is, “G2i · ∫ (δt−δr) dt” is reset (= 0) and calculated. In the present embodiment, the steering angle control calculated by resetting the addition of the second integral term is referred to as a third steering angle control.

  Thus, the control amount (control torque) Tp calculated by the rudder angle control unit 20n is output to the motor drive unit 21. Thus, the steering angle control unit 20n is provided as a steering angle control means.

  Next, the target rudder angle control executed by the target rudder angle control unit 20b will be described with reference to the flowchart of FIG.

  First, in S201, the result of the vehicle state determination flag FL indicating the vehicle state determined from the vehicle state determination unit 20a is read.

  Next, the process proceeds to S202, in which it is determined whether the vehicle state determination flag FL is 0 (FL = 0) and the vehicle state is neither a stop state nor a start state.

  As a result of the determination, if FL = 0, the process proceeds to S203, and the target rudder angle calculation unit 20m calculates the first target rudder angle according to the above equation (1) as the target rudder angle δt.

  Next, in S204, the steering angle control unit 20n calculates the control amount (control torque) Tp by executing the first steering angle control according to the aforementioned equation (7).

  If it is determined in S202 that FL = 0 is not satisfied, the process proceeds to S205, and it is determined whether FL = 1 and the vehicle state is a stop state.

  As a result of the determination, if FL = 1, the process proceeds to S206, and the target rudder angle calculation unit 20m determines the first integral term in the above-described equation (1), that is, “(Gθ1i · ∫ (Δx) dt)”. The second target rudder angle calculated by stopping and holding the addition of the first integral term is set as a target rudder angle δt.

  Next, in S207, the steering angle control unit 20n stops the addition of the second integral term in the above-described equation (7), that is, the second integral term of “G2i · ∫ (δt−δr) dt”. The control amount (control torque) Tp is calculated by holding and executing the second steering angle control.

  Further, if it is determined in the above-described S205 that FL = 1 is not satisfied, FL = 2, that is, the vehicle state is a start state from a stop, so the process proceeds to S208, and the target rudder angle calculation unit 20m The actual steering angle δr of the host vehicle at that time is calculated as the target steering angle δt (the third target steering angle is set as the target steering angle δt).

  Next, in S209, the steering angle control unit 20n executes the third steering angle control for resetting the second integral term in the above-described equation (7), that is, “G2i · ∫ (δt−δr) dt”. Thus, a control amount (control torque) Tp is calculated.

  After calculating the control amount (control torque) Tp in any one of S204, S207, and S209, the process proceeds to S210, and the control amount (control torque) Tp is output to the motor drive unit 21 to exit the routine.

  As described above, according to the present embodiment, the target course is set based on the forward environment information and the travel information of the host vehicle, and at least the target steering angle δt necessary for the host vehicle to travel along the target course is integrated. The steering angle is calculated by a calculation including a first integral term for performing the processing, and the steering angle is controlled by a calculation including at least a second integral term for performing the integral processing so that the actual steering angle δr becomes the target steering angle δt. At this time, when the stop state of the host vehicle is detected, the addition of the first integral term used for calculating the target steering angle δt is stopped and held, and the addition of the second integral term used for the steering angle control is stopped. On the other hand, when starting from the stop state of the host vehicle is detected, the target rudder angle δt is set to the actual rudder angle δr of the host vehicle at that time, and the second integration used for the rudder angle control Reset the term. For this reason, since the integration process is appropriately processed depending on the driving situation (stop state, start state from stop), it is possible to prevent the steering wheel from operating unnaturally due to an error or malfunction of the integration process used for control. Thus, the vehicle can appropriately travel along the target course by bringing the actual steering angle of the vehicle close to the target steering angle with high accuracy and with natural control stably.

  In the embodiment of the present invention, a case has been described in which a target course that travels along a lane based on image data from a camera is set and follow-up control is performed as an example. However, a navigation system, map information, Needless to say, the present invention can be applied to a case where a target course that travels along a lane is set based on the vehicle position information and the follow-up control is performed on the target course. In addition, when a preceding vehicle is recognized by image information from a camera, laser radar, millimeter wave radar, sonar, etc., a course that follows the recognized preceding vehicle is set as a target course, and tracking control is performed on this target course. The present invention is also applicable. In addition, when the travel lane of the host vehicle is recognized based on the camera, navigation system, map information, and host vehicle position information, a course that prevents a deviation from the recognized travel lane is set as a target course, and tracking control is performed on the target course. Even so, the present invention is applicable.

DESCRIPTION OF SYMBOLS 1 Electric power steering apparatus 2 Steering shaft 4 Steering wheel 5 Pinion shaft 10L, 10R Wheel 12 Electric motor 20 Steering control part 20a Vehicle state determination part 20b Target rudder angle control part 20m Target rudder angle calculation part (target rudder angle calculation means)
20n rudder angle control unit (steering angle control means)
21 Motor drive unit 31 Front environment recognition device 32 Vehicle speed sensor 33 Steering angle sensor

Claims (5)

A calculation including a first integration term that sets a target course based on the front environment information and travel information of the host vehicle, and at least integrates a target rudder angle required for the host vehicle to travel along the target course. Target rudder angle calculating means for calculating by
A steering control device for a vehicle, comprising steering angle control means for controlling the steering angle by a calculation including at least a second integral term for performing integration processing so that an actual steering angle of the host vehicle becomes the target steering angle. ,
When the stop state of the host vehicle is detected, the target rudder angle calculating means stops and holds the addition of the first integral term used for calculating the target rudder angle, and the rudder angle control means A vehicle steering control device characterized in that the addition of the second integral term used for angle control is stopped and held. A calculation including a first integration term that sets a target course based on the front environment information and travel information of the host vehicle, and at least integrates a target rudder angle required for the host vehicle to travel along the target course. Target rudder angle calculating means for calculating by
A steering control device for a vehicle, comprising steering angle control means for controlling the steering angle by a calculation including at least a second integral term for performing integration processing so that an actual steering angle of the host vehicle becomes the target steering angle. ,
When detecting the start from the stop state of the host vehicle, the target rudder angle calculation means sets the target rudder angle to the actual rudder angle of the host vehicle at that time, and the rudder angle control means A vehicle steering control device, wherein the second integral term used for steering angle control is reset. A calculation including a first integration term that sets a target course based on the front environment information and travel information of the host vehicle, and at least integrates a target rudder angle required for the host vehicle to travel along the target course. A target rudder angle calculating means for calculating by
A steering control device for a vehicle, comprising steering angle control means for controlling the steering angle by a calculation including at least a second integral term for performing integration processing so that an actual steering angle of the host vehicle becomes the target steering angle. ,
When the stop state of the host vehicle is detected, the target rudder angle calculating means stops and holds the addition of the first integral term used for calculating the target rudder angle, and the rudder angle control means While stopping and holding the addition of the second integral term used for angle control,
When detecting the start from the stop state of the host vehicle, the target rudder angle calculation means sets the target rudder angle to the actual rudder angle of the host vehicle at that time, and the rudder angle control means A vehicle steering control device, wherein the second integral term used for steering angle control is reset.   The first integral term used for calculating the target rudder angle is an integral term of an amount of deviation between a vehicle trajectory estimated by the host vehicle and a position of the target course in the vehicle width direction. The vehicle steering control device according to any one of claims 3 to 4.   The said 2nd integral term used for the said rudder angle control is an integral term of the deviation of the said target rudder angle and the said actual rudder angle, The claim 1 characterized by the above-mentioned. Vehicle steering control device.

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