JP2017132406A - Vehicle control device and vehicle control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress power consumption of a motor and stabilize a vehicle behavior when wobble occurs on steering.SOLUTION: A vehicle control device 200 of the invention comprises a current control unit 500 for controlling current of a motor for driving wheels of a vehicle by PID control. The current control unit 500 includes a Kgain calculation unit 510 for calculating an integration term correction gain for correcting an output of an integration term of the PID control on the basis of a first state amount related to steering determined from a road surface state of a track and a second state amount determined from a steering input of a driver.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a vehicle control device and a vehicle control method.

  Conventionally, for example, Patent Document 1 below discloses an apparatus that controls power supply means based on wheel slip ratio, tire data, steering angle, and vehicle speed. In Patent Document 2 below, the state of motion of the automobile is detected from the vehicle speed and the steering angle, the motor output torque is calculated based on the detected state of motion, and the voltage supplied to the motor is controlled according to the calculation result. An apparatus is disclosed.

JP 2008-167640 A JP 2001-177906 A

  In the driving state of the automobile, there may be a case where the steering is unstable, for example, when the driver's steering operation is not stable. In such a case, if a motor that drives the vehicle is controlled based on steering, the output current of the motor increases, the vehicle behavior becomes unstable, and straight running stability decreases.

  In the conventional driving force distribution control, the control amount of the parameter related to the power consumption is not adjusted according to the steering fluctuation, and there is a possibility that the power consumption becomes excessive when transient inputs are accumulated. In addition, many technologies that perform turning support control, such as emergency avoidance of vehicles, specify control target values (target yaw rate, etc.) that accompany turning, but in that technology, motor responsiveness to drive target torque, turning support control, etc. The response performance of the vehicle to the vehicle cannot be improved. Furthermore, although the existing power supply apparatus performs energy management control based on state quantities relating to circuits such as current and voltage, it does not perform optimal control on the behavior of the vehicle.

  Therefore, the present invention has been made in view of the above problems, and an object of the present invention is to suppress the power consumption of the motor and stabilize the vehicle behavior when the steering is unstable. It is an object of the present invention to provide a new and improved vehicle control apparatus and vehicle control method.

  In order to solve the above-described problem, according to an aspect of the present invention, a current control unit that controls current of a motor that drives a vehicle wheel by PID control is provided, and the current control unit is based on a road surface condition of a traveling road. An integral term correction gain for calculating an integral term correction gain for correcting the output of the integral term of the PID control based on the first state amount related to the obtained steering and the second state amount obtained from the steering input of the driver. A vehicle control device having a calculation unit is provided.

  The integral term correction gain calculation unit calculates the integral term correction gain based on a differential value obtained by time differentiation of a result of comparing the first state quantity and the second state quantity. There may be.

  In addition, the integral term correction gain calculation unit may reduce the integral term correction gain as the differential value increases.

  The integral term correction gain calculating unit increments a count value when the differential value is equal to or greater than a first predetermined value, and decrements the count value when the differential value is equal to or less than a second predetermined value. The integral term correction gain may be reduced as the count value increases.

  The integral term correction gain calculating unit is configured to calculate a first reference yaw rate calculation unit that calculates a first reference yaw rate from the curvature of the road and the vehicle speed, and to calculate the first reference yaw rate from the steering steering angle and the vehicle speed. A second reference yaw rate calculation unit that calculates a second reference yaw rate as a state quantity of 2, a differential calculation unit that calculates a differential value by differentiating a deviation between the first reference yaw rate and the second reference yaw rate, May be provided.

  The integral term correction gain calculation unit includes a first reference steering angle calculation unit that calculates a reference steering angle as the first state quantity from a yaw rate obtained from a curvature of a road and a vehicle speed, and the second state quantity. A steering steering angle acquisition unit that acquires a steering steering angle by a driver, and a differential calculation unit that calculates a differential value by differentiating a difference between the reference steering angle and the steering steering angle. good.

  Further, a differential term correction gain calculation unit that calculates a differential term correction gain for correcting the output of the differential term of the PID control based on the steering angular velocity of the steering may be further provided.

  The integral term correction gain calculation unit may increase the derivative term correction gain as the steering angular speed increases.

  In order to solve the above-described problem, according to another aspect of the present invention, a step of controlling the current of a motor that drives a wheel of a vehicle by PID control and a first steering related to steering obtained from a road surface condition of a traveling road are provided. Calculating an integral term correction gain for correcting the output of the integral term of the PID control based on the state amount and a second state amount obtained from the steering input of the driver. Is provided.

  As described above, according to the present invention, it is possible to suppress the electric power consumption of the motor and stabilize the vehicle behavior when the steering wobble occurs.

It is a mimetic diagram showing vehicles concerning each embodiment of the present invention. It is a mimetic diagram showing turning control (stability control) by steering which vehicles concerning this embodiment perform. It is a schematic diagram which shows the structure of a control apparatus and its periphery. It is a schematic diagram which shows the structure of the current controller with which an electric power supply part is provided. It is a schematic diagram showing the structure of K _I gain calculation unit. It is a schematic diagram which shows the counter process based on the absolute value of the deviation Δγ_Std differential value of the reference yaw rate. Integral correction coefficient calculation unit is a schematic diagram showing a map used to calculate an integral term correction coefficient _K I AdjustCoef. K _D gain calculation section and a schematic diagram showing the structure of a periphery thereof. Differential correction coefficient calculation unit 10 is a flowchart illustrating a process for calculating the derivative term correction coefficient _K D AdjustCoef. Differential correction coefficient calculation unit is a schematic diagram showing a map used to calculate the differential term correction coefficient _K D AdjustCoef. It is a schematic diagram for demonstrating a mode that motor rotation speed suppression is performed in step S130 of FIG. It is a schematic diagram for demonstrating a mode that motor rotation speed suppression is performed in step S130 of FIG. It is a characteristic view for demonstrating the effect by control of 1st Embodiment. It is a characteristic view for demonstrating the effect by control of 1st Embodiment. It is a characteristic view for demonstrating the effect by control of 1st Embodiment. It is a schematic diagram showing the structure of K _I gain calculation section according to the second embodiment. It is a schematic diagram which shows the counter process based on the absolute value of the differential value of reference | standard steering angle deviation (DELTA) (theta) h. Is a schematic diagram a K _D gain calculation section according to the third embodiment showing a structure of a periphery thereof. It is a schematic diagram which shows the counter process based on absolute value | (theta) v |. Differential correction coefficient calculation unit is a schematic diagram showing a map used to calculate the differential term correction coefficient _K D AdjustCoef. 14 is a flowchart illustrating a process in which a differential correction coefficient calculation unit calculates a differential term correction coefficient K _D AdjustCoef in the third embodiment. It is a block diagram which shows the structure for performing the process of step S130.

  Exemplary embodiments of the present invention will be described below in detail with reference to the accompanying drawings. In addition, in this specification and drawing, about the component which has the substantially same function structure, duplication description is abbreviate | omitted by attaching | subjecting the same code | symbol.

1. First Embodiment First, a configuration of a vehicle 1000 according to each embodiment of the present invention will be described with reference to FIG. FIG. 1 is a schematic diagram showing a vehicle 1000 according to the present embodiment. As shown in FIG. 1, a vehicle 1000 includes driving force generators (motors) 108, 110, 112, driving front wheels 100 and 102, rear wheels 104 and 106, front wheels 100 and 102, and rear wheels 104 and 106. 114, wheel speed sensors 116, 118, 120, 122 for detecting the respective wheel speeds of the front wheels 100, 102 and the rear wheels 104, 106, a steering wheel 124, a steering angle sensor 130, a power steering mechanism 140, a yaw rate sensor 150, a lateral The apparatus includes an acceleration sensor 160, a control device (controller) 200, an external recognition unit 220, and a power supply unit 400.

  The vehicle 1000 according to the present embodiment is provided with motors 108, 110, 112, and 114 for driving the front wheels 100 and 102 and the rear wheels 104 and 106, respectively. Therefore, the driving torque can be controlled by each of the front wheels 100 and 102 and the rear wheels 104 and 106. Accordingly, the yaw rate can be generated by the torque vectoring control by driving each of the front wheels 100 and 102 and the rear wheels 104 and 106 independently of the yaw rate generation by the steering of the front wheels 100 and 102. In particular, the yaw rate can be generated independently of the steering system by controlling the torque of the rear wheels 104 and 106 individually. The driving torque of the rear wheels 104 and 106 is controlled by controlling the motors 112 and 114 corresponding to the rear wheels 104 and 106 based on a command from the control device 200.

  The power steering mechanism 140 controls the steering angle of the front wheels 100 and 102 by torque control or angle control according to the operation of the steering wheel 124 by the driver. The steering angle sensor 130 detects the steering angle θh input by the driver operating the steering wheel 124. The yaw rate sensor 150 detects the actual yaw rate γ of the vehicle 1000. Wheel speed sensors 116, 118, 120 and 122 detect vehicle speed V of vehicle 1000.

  Note that the present embodiment is not limited to this embodiment, and the motors 108 and 110 for driving the front wheels 100 and 102 are not provided, and only the rear wheels 104 and 106 are independently driven by the motors 112 and 114. The generated vehicle may be used. Further, the motors 112 and 114 for driving the rear wheels 104 and 106 may not be provided, and only the front wheels 100 and 102 may be vehicles that generate driving force independently of the motors 108 and 110.

  FIG. 2 is a schematic diagram showing turning control (steering control) by steering performed by the vehicle 1000 according to the present embodiment. In the turning control by the steering, the turning of the vehicle 1000 is supported by generating a driving force difference between the rear wheels 104 and 106 according to the operation of the steering wheel 130 by the driver. In the example shown in FIG. 2, the vehicle 1000 is turning to the left by the steering of the driver (driver). Further, due to the difference in driving force between the rear wheels 104 and 106, a forward driving force is generated on the right rear wheel 106, and the driving force on the left rear wheel 104 is suppressed with respect to the right rear wheel 106 or backwards. By generating a driving force, a driving force difference is generated on the left and right, and a moment is generated in a direction that supports a counterclockwise turn.

  FIG. 3 is a schematic diagram showing the configuration of the control device 200 and its periphery. The control device 200 includes a drive target torque calculation unit 300 and a power supply unit 400. The power supply unit 400 includes a current controller 500. The control device 200 performs PID control in order to determine the output of the motor current. In addition, in FIG. 3, although the control apparatus 200 and the electric power supply part 400 have shown the example comprised integrally, both may be comprised separately.

  In FIG. 3, an in-vehicle sensor 210 includes an accelerator opening sensor, a speed sensor that detects a vehicle speed V, wheel speeds VwFL (front left wheel), VwFR (front right wheel), VwRL (front wheel 100, 102 and rear wheels 104, 106). Sensor for detecting left rear wheel) and VwRR (right rear wheel).

  The external environment recognition unit 220 is a component for recognizing an external environment. As an example, the external environment recognition unit 220 includes a stereo camera. The stereo camera included in the outside recognition unit 220 captures the outside of the vehicle, and acquires image information outside the vehicle, in particular, image information on the road surface in front of the vehicle, a lane indicating a traveling lane, a preceding vehicle, a traffic light, and various signs. The stereo camera includes a pair of left and right cameras having image sensors such as a CCD sensor and a CMOS sensor, and acquires image information by imaging an external environment outside the vehicle.

  The external recognition unit 220 applies a target (preceding vehicle) based on the principle of triangulation from a corresponding positional deviation amount for a pair of left and right stereo images obtained by imaging the traveling direction of the host vehicle with a pair of left and right cameras. Etc.) can be generated and acquired. Further, the external recognition unit 220 performs a well-known grouping process on the distance information generated by the triangulation principle, and compares the grouped distance information with preset three-dimensional solid object data or the like. By doing so, solid object data, white line data, and the like can be detected. Thereby, the external environment recognition unit 220 can also recognize a lane indicating a travel lane, a stop sign, a stop line, an ETC gate, and the like. The external world recognition unit 220 may recognize the external world using a laser radar, a navigation system, or the like.

  The drive target torque calculation unit 300 calculates a control target torque (left / right torque) MotTrqTgt to be applied to the wheels based on the steering angle θh, the vehicle speed V, and the yaw rate γ. The control target torque MotTrqTgt is not limited to any calculation means such as a state quantity calculated by the steering control by the steering wheel 130 or the vehicle control by the external recognition unit 220, or an instruction value given by the map. .

  The control target torque MotTrqTgt calculated by the drive target torque calculation unit 300 is input to the power supply unit 400. The power supply unit 400 calculates the control target value I_Tgt of the current required for motor control from the control target torque MotTrqTgt and the torque-current conversion coefficient Ke calculated from the induced voltage based on the following equation.

FIG. 4 is a schematic diagram illustrating a configuration of a current controller 500 included in the power supply unit 400. As shown in FIG. 4, the current controller 500, _{K I} gain calculation unit 510, differential operation unit 530, _{K D} gain calculation unit 540, integral operation unit 550, a steering angle differential section 560, the proportional term multiplication unit 570, subtraction A unit 580, an integral term multiplier 590, a differential term multiplier 592, and an adder 594. The current controller 500 controls the currents of the motors 108, 110, 112, and 114 that drive the wheels 100, 102, 104, and 106 of the vehicle 1000 by PID control.

Figure 5 is a schematic diagram showing the structure of K _I gain calculating unit 510. K _I gain calculation unit 510, a first reference yaw rate calculating section 512, the second reference yaw rate calculating unit 514, the subtraction unit 516, differential operation section 518, the absolute value calculation unit 519, counting unit (steering wobble determination unit) 520, the integral A correction coefficient calculation unit 522 and a multiplication unit 524 are included.

  The subtractor 580 subtracts the actual current I_Ans from the current control target value I_Tgt to calculate a current compensation value ΔI. That is, the current compensation value ΔI is calculated from the following equation.

The first reference yaw rate calculation unit 512 corresponds to the yaw rate that is predicted to occur in the vehicle 1000 when the vehicle 1000 travels along the traveling path based on the curvature R and the vehicle speed V of the traveling path of the vehicle 1000. The first reference yaw rate γ_Std1 is calculated. The first reference yaw rate γ_Std1 is used to calculate the integral term K _I ^* (K _I gain). Specifically, the first reference yaw rate calculation unit 512 calculates the curvature R of the traveling path and the vehicle speed V obtained based on the information indicating the shape of the traveling path of the vehicle 1000 output from the external recognition unit 220 as follows: By substituting into (1), the first reference yaw rate γ_Std1 is calculated. The first reference yaw rate γ_Std1 is an example of a first state quantity related to the shape of the traveling path of the vehicle 1000.

The second reference yaw rate calculation unit 514 calculates a second reference yaw rate γ_Std2 corresponding to the model value of the yaw rate generated in the vehicle 1000 based on the steering amount θh and the vehicle speed V. The second reference yaw rate γ_Std2 is also used to calculate the integral term K _I ^* (K _I gain). The second reference yaw rate γ_Std2 is an example of a second state quantity related to the traveling state of the vehicle 1000. Specifically, the second reference yaw rate calculation unit 514 solves the following equations (2) and (3) representing a general two-wheel model, thereby solving the second reference yaw rate γ_Std2 (equation ( 2) and γ) in equation (3) are calculated.

The variables and constants are as follows.
<Variable>
γ: vehicle yaw rate V: vehicle speed δ: tire steering angle (front wheel steering angle)
θh: steering angle <constant>
lf: Distance from the vehicle center of gravity to the center of the front wheel lr: Distance from the vehicle center of gravity to the center of the rear wheel m: Vehicle weight Kf: Cornering power (front)
Kr: Cornering power (rear)
Gh: Conversion gain from steering angle to tire rudder angle (steering gear ratio)

  Since the tire steering angle δ in the equations (2) and (3) cannot be directly sensed, the second reference yaw rate calculation unit 514 uses the equation (4) to divide the steering angle θh by the conversion gain Gh. To calculate the tire steering angle δ. A steering gear ratio is used as the conversion gain Gh. Note that the second reference yaw rate calculation unit 514 may calculate the tire steering angle δ from the steering steering angle θh using a general steering model that defines the relationship between the steering steering angle θh and the tire steering angle δ. . The second reference yaw rate calculation unit 514 calculates the second reference yaw rate γ_Std2 by substituting the calculated tire steering angle δ and vehicle speed V into Equations (2) and (3).

  Further, the second reference yaw rate calculation unit 514 may calculate the second reference yaw rate γ_Std2 using the steering steering torque detected by the torque sensor provided in the power steering mechanism 140 as the steering amount. Specifically, the second reference yaw rate calculation unit 514 calculates the tire steering angle δ from the steering steering torque using a general steering model that defines the relationship between the steering steering torque and the tire steering angle δ. Then, the second reference yaw rate γ_Std2 is calculated by substituting the calculated tire steering angle δ and the vehicle speed V into the equations (2) and (3).

  The subtraction unit 516 subtracts the second reference yaw rate γ_Std2 calculated by the second reference yaw rate calculation unit 514 from the first reference yaw rate γ_Std1 calculated by the first reference yaw rate calculation unit 512, thereby obtaining a difference between γ_Std1 and γ_Std2. A reference yaw rate deviation Δγ_Std is obtained. That is, the reference yaw rate deviation Δγ_Std is obtained by the following equation (5). The reference yaw rate deviation Δγ_Std, which is the difference between γ_Std1 and γ_Std2, is an example of a third state quantity calculated by comparing the first state quantity and the second state quantity.

  Note that the “deviation between the target locus and the vehicle front position (ε)” calculated from the target locus and the vehicle center line is converted into a value corresponding to the tire turning amount, and the reference yaw rate deviation (Δγ_Std) is calculated. good.

  The technical scope of the present invention is not limited to examples in which γ_Std1 and γ_Std2 are used as the first state quantity and the second state quantity, respectively. For example, as the first state quantity and the second state quantity, a value indicating the direction of a forward point on the traveling path with respect to the current position at the center of the vehicle 1000 and a value indicating the direction in which the vehicle body of the vehicle 1000 faces the present are used. May be. In that case, the control device 200 may calculate the third state quantity based on an angle formed by the direction of the forward point on the traveling path with respect to the current position at the center of the vehicle 1000 and the direction in which the vehicle body currently faces. Further, as the first state quantity and the second state quantity, a value indicating a position of a point ahead on the traveling path and a value indicating a position of a point on the direction in which the vehicle body of the vehicle 1000 currently faces may be used. . In that case, the control device 200 may calculate the third state quantity based on a lateral deviation of the vehicle 1000 between a point ahead on the traveling path and a point on the direction in which the vehicle body currently faces.

  The forward point on the traveling path is, for example, a reference point on the traveling path that the vehicle 1000 can reach in the future. Further, the point on the direction in which the vehicle body currently faces is, for example, a predetermined gazing point in front of the vehicle detected by the external recognition unit 220. Note that the control device 200 determines the angle between the direction of the forward point on the traveling path with respect to the current position at the center of the vehicle 1000 and the direction in which the vehicle body currently faces, or the forward point on the traveling path and the point on the direction in which the vehicle body currently faces. A value corresponding to the deviation Δγ_Std may be calculated as the third state quantity by converting the lateral deviation of the vehicle 1000 into a parameter corresponding to the tire steering angle δ. Specifically, the value converted as the tire steering angle δ, the vehicle speed V, and γ obtained from the equations (2) and (3) can be obtained as a value corresponding to the deviation Δγ_Std.

  The differential calculation unit 518 differentiates the reference yaw rate deviation Δγ_Std and outputs the obtained differential value to the absolute value calculation unit 519. The absolute value calculation unit 519 calculates the absolute value of the differential value of the reference yaw rate deviation Δγ_Std and outputs it to the steering wobbling determination unit 520. In this embodiment, focusing on the fact that the differential value of the reference yaw rate deviation Δγ_Std obtained as described above is correlated with the amount of change in the road surface or steering, it is used as a scale for determining the degree of vehicle wobble.

  FIG. 6 is a schematic diagram illustrating a counter process based on the absolute value of the deviation Δγ_Std differential value of the reference yaw rate. The steering wobble determination unit 520 sets the count value Cnt of the counter based on FIG. Specifically, the vertical axis in FIG. 6 indicates the variation ΔCnt of the fluctuation determination counter at each sampling, and the counter value Cnt is an integrated value of the variation ΔCnt. As shown in FIG. 6, when the absolute value of the differential value of the reference yaw rate deviation Δγ_Std is equal to or greater than a predetermined threshold value (TH_HIGH), the count value Cnt of the stagger determination counter is incremented. Further, when the absolute value of the differential value of the reference yaw rate deviation Δγ_Std becomes equal to or less than a predetermined threshold value (TH_LOW), the count value Cnt is decremented with 0 as the lower limit value. When the absolute value of the differential value of the reference yaw rate deviation Δγ_Std is within the range of TH_LOW and TH_HIGH (not including the threshold value), the change amount ΔCnt is set to 0 and the counter value Cnt is held.

The counter value Cnt calculated by the steering wobble determination unit 520 is input to the integral correction coefficient calculation unit 522. FIG. 7 is a schematic diagram showing a map used when the integral correction coefficient calculation unit 522 calculates the integral term correction coefficient K _I AdjustCoef. Integral correction coefficient calculating unit 522 applies the count value Cnt in the map of FIG. 7, and calculates an integral term correction coefficient _K I AdjustCoef. As shown in FIG. 7, when the count value Cnt is greater than TH1, the integral term correction coefficient _K I (the lower limit value 0) decrease direction AdjustCoef to by making gradual changes, accumulation of the differential steering (steering wander) This suppresses the drift of the inverter output current that occurs with this. When the count value reaches TH2, the integral term correction coefficient K _I AdjustCoef becomes zero. The integral correction coefficient calculation unit 522 outputs the calculated integral term correction coefficient K _I AdjustCoef to the multiplication unit 524. In FIG. 7, the integral term correction coefficient K _I AdjustCoef is decreased based on the count value Cnt. However, based on the magnitude of the differential value of the reference yaw rate deviation Δγ_Std, the integral term correction coefficient K _I increases as the differential value increases. You may control so that AdjustCoef may be made small.

The multiplier 524 multiplies the integral term correction coefficient K _I AdjustCoef by the integral term K _{I —} Init set as an initial value, thereby calculating an integral term K _I ^* used in PID control. That is, the integral term K _I ^* is calculated from the following equation.

^* Above manner K _I integral term gain calculation unit 510 has calculated K _I is input to the integration term multiplication unit 590. On the other hand, the integral calculation unit 550 calculates an integral value of the current compensation value ΔI. The integral term multiplier 590 multiplies the integral value ΔI calculated by the integral calculator 550 and the integral term K _I ^* , and outputs the result to the adder 594.

Next, calculation of the differential term K _D ^* (K _D gain) will be described. Figure 8 is a schematic diagram showing the structure in and around K _D gain calculating unit 540. K _D gain calculating unit 540 includes an absolute value calculator 542, differential correction coefficient calculation unit 544, multiplication unit 546,. The steering angle differentiator 560 calculates a differential value (steering angular velocity) θv of the steering angle θh. The absolute value calculation unit 542 calculates the absolute value | θv | of the differential value θv. The absolute value | θv | is input to the differential correction coefficient calculation unit 544. In addition, the _{K D} gain calculation unit 540, and the differential value .theta.v, motor rotation speed N, the motor torque TrqAns, the environment information is input.

The differential correction coefficient calculation unit 544 refers to the absolute value | θv | of the rudder angular velocity θv under the condition where the motor rotation speed is controlled so that the motor rotation speed is reduced in advance and the output torque necessary for emergency avoidance can be secured. , the absolute value of the steering speed .theta.v | .theta.v | by the gain map to the input, to calculate a differential term correction coefficient _K D AdjustCoef. The process of reducing the motor rotational speed in advance will be described later in detail with reference to FIG.

FIG. 9 is a flowchart illustrating a process in which the differential correction coefficient calculation unit 544 calculates the differential term correction coefficient K _D AdjustCoef. FIG. 10 is a schematic diagram showing a map used when the differential correction coefficient calculation unit 544 calculates the differential term correction coefficient K _D AdjustCoef.

  First, in step S100 of FIG. 9, the motor rotation speed N, the motor torque TrqAns, and environmental information are acquired. In the next step S110, it is determined whether there is an obstacle on the traveling road surface based on the environmental information. If there is an obstacle, the process proceeds to step S120.

In step S120, it is determined whether or not the efficiency α _NOW calculated from the motor torque TrqAns and the motor rotational speed N is equal to or greater than a predetermined threshold value α. If α _NOW <α, the process proceeds to step S130. In step S130, a motor rotation speed suppression command is issued until the motor efficiency reaches a region where the motor efficiency is greater than or equal to a predetermined threshold value α.

11 and 12 are schematic diagrams for explaining how the motor rotation speed is suppressed in step S130. 11 and 12 show a motor efficiency map, and FIG. 11 shows a state before the motor rotation speed is suppressed. As described above, as a parameter used in the calculation of the differential term _K ^D * _{(K D} gain), in terms of obtaining the (motor torque TrqAns, motor speed N, environmental information of the traveling road surface), the motor torque TrqAns the motor rotation Based on the number N, the current motor efficiency is estimated from the motor efficiency map shown in FIG.

Then, as a result of the determination in steps S110 and S120, when there is an “obstacle on the traveling road surface” and “the motor rotational speed N is greater than or equal to a predetermined threshold α”, as shown in FIG. The rotation of the motor is suppressed until the rotational speed at which the motor efficiency is equal to or greater than a predetermined threshold value, and the torque output is changed to a state in which it is easy to increase the vehicle operation (step S130). FIG. 22 is a block diagram showing a configuration for performing the process of step S130. Configuration shown in FIG. 22 is provided on _{K D} gain calculating unit 540. In FIG. 22, a motor efficiency map 562 corresponds to the map shown in FIGS. By applying the motor rotational speed N, the motor torque TrqAns the motor efficiency map 562, efficiency alpha _{the NOW} is calculated. The efficiency α _NOW is compared with the threshold value α by the comparison operator 564. If α _NOW ≧ α, the efficiency flag “1” is output to the logical operator 566, and if α _NOW <α, the efficiency flag “0” is output. "Is output to the logical operator 566. The logical operator 566 calculates the logical product (AND) of the flag indicating the environment information and the efficiency flag, and outputs the result (the rotation speed instruction flag) to the switch 568. Here, when there is no obstacle on the road surface, a flag indicating environmental information is set to “1”, and when there is an obstacle on the road surface, a flag indicating environmental information is set to “0”. Motor rotation speed limit processing unit 569 calculates motor rotation speed limit target value N_Lim from the motor efficiency map based on threshold value α and motor torque TrqAns, and outputs the calculated value to switch 568. Based on the rotational speed instruction flag, when the rotational speed instruction flag is on (= 1), the switch 568 outputs the motor rotational speed N as the requested motor rotational speed N_Req, and the rotational speed instruction flag is off (= 0). ), The motor speed limit target value N_Lim is output as the required motor speed N_Req. As shown in FIGS. 3 and 4, the required motor rotation speed N_Req is output to the driving force generators (motors) 108, 110, 112, and 114, and the motors 108, 110, 112, and 114 are based on the required motor rotation speed N_Req. The number of rotations is controlled.

In the next step S140 and subsequent steps, a differential term correction coefficient K _D AdjustCoef is calculated based on the map of FIG. As shown in FIG. 10, the absolute value of the steering speed .theta.v | .theta.v | is equal to or larger than the threshold Shitabui_1, the absolute value of the steering speed .theta.v | .theta.v | value of larger as the differential term correction coefficient _K D AdjustCoef increases. The absolute value of the steering speed .theta.v | .theta.v | is equal to or larger than the threshold Shitabui_2, the value of the derivative term correction coefficient _K D AdjustCoef is 1.

First, in step S140, it is determined whether or not | θv | ≧ θv_2. If | θv | ≧ θv_2, the process proceeds to step S150. In step S150, the differential term correction coefficient K _D AdjustCoef is set to 1.

If | θv | ≧ θv_2 is not satisfied in step S140, the process proceeds to step S160. In step S160, it is determined whether or not | θv | ≧ θv_1. If | θv | ≧ θv_1, the process proceeds to step S170. In step S170, a differential term correction coefficient K _D AdjustCoef is calculated from the following equation.

_{K D AdjustCoef = (1 / (} θv_2-θv_1)) × (| θv | -θv_1)

If | θv | ≧ θv_1 is not satisfied in step S160, the process proceeds to step S180. In step S180, the differential term correction coefficient K _D AdjustCoef is set to zero.

If there is no obstacle on the traveling road surface at step S110, or, in the case of N <alpha in step S120 proceeds to step S180, a differential term correction coefficient _K D AdjustCoef to 0.

As described above, according to the processing in step S140 and subsequent steps in FIG. 9, the differential term correction coefficient K _D AdjustCoef can be calculated based on the map in FIG.

Further, multiplying unit 546 with a _{K D} of gain calculation unit 540 calculates a differential term correction coefficient _K D AdjustCoef, by multiplying the differential term _K D _Init set as an initial value, the differential term _K ^{D *} used in PID control To do. That is, the differential term K _D ^* is calculated from the following equation.

Above manner, the K _D differential term gain calculation unit 540 has calculated K _D ^* is input to the proportional term multiplication unit 592. On the other hand, the differential calculation unit 530 calculates a differential value of the current compensation value ΔI. The proportional term multiplication unit 592 multiplies the differential value of ΔI calculated by the differential operation unit 530 and the differential term K _D ^* , and outputs the result to the addition unit 594.

The proportional term multiplier 570 multiplies the current compensation value ΔI by the proportional term K _P and outputs the result to the adder 594.

  The adder 594 calculates the PID control amount PIDCtrlTgt from the following equation by adding the input values.

Here, by making the integral term K _I ^* close to 0 in a stepwise manner in accordance with the transition of the steering wobbling, the drift of the output current can be controlled, and the vehicle safety and power consumption can be improved. In addition, the differential term K _D ^* is increased by gradually increasing the correction coefficient according to the presence or absence of obstacles on the traveling path and the transition of the steering speed, so that the rise of the output current is accelerated and the response performance of the vehicle during steering is improved. Can be made.

  Adder 594 outputs control amount PIDCtrlTgt to motor electrical circuit 600. The motor electric circuit 600 is configured by a known technique, and receives an input of the PID control amount PIDCtrlTgt and outputs an actual current I_Ans during motor driving. Each motor 108, 110, 112, 114 provided in vehicle 1000 is driven based on actual current I_Ans calculated for each wheel. Further, the actual current I_Ans is input to the subtracting unit 580.

  In addition, as a component of an electric circuit such as a switching element, a component (IGBT, MOSFET) using a power device using a semiconductor having a larger band gap than that of a semiconductor (Si) used in the prior art such as SiC or GaN. By adopting, it is possible to improve energy management performance and response performance during switching.

In the present embodiment configured as described above, the integral term K _I ^* (K _I gain) is calculated from the shape (curvature R) of the traveling road surface acquired by the external field recognition unit 220 and the vehicle speed V. From the result of comparing the “first state quantity (first reference yaw rate γ_Std1)” with the “second state quantity (second reference yaw rate γ_Std2)” calculated from the steering input of the driver and the vehicle speed V, the steering fluctuation is determined. judge. Here, based on the count value Cnt by the steering fluctuation determination unit 520, it is assumed that the larger the count value Cnt, the larger the steering fluctuation, and the coefficient (integral term) used in the PID control of the power supply unit 400 according to the transition of the steering fluctuation. K _I ^*) is changed to 0. Thereby, the drift of the output current and torque output accompanying the steering fluctuation of the driver can be suppressed, and the straight running stability of the vehicle 1000 and the power consumption can be improved.

In calculating the integral term K _I ^* (K _I gain), a coefficient (integral term for PID control) used in the control of the power supply means according to the transition of time elapsed from the start of recognizing the steering wobbling state. ) May be gradually changed to zero.

Further, in the calculation of the differential term K _D ^* (K _D gain), depending on the state of the road surface such as the obstacle and the degree of emergency steering of the steering input accompanying the course change represented by the steering angular velocity θv, The coefficient (differential term K _D ^* ) used in the PID control of the power supply unit 400 is increased. As a result, the motor output current can be output so that the rise of the motor output current is temporarily accelerated and the response performance to steering during emergency avoidance is improved. Further, in the calculation of the differential term K _D ^* (K _D gain), the situation is “there is an obstacle on the traveling road surface” and “α _NOW calculated with the motor rotation speed N is less than a predetermined threshold α. ”, The motor output is suppressed until the rotational speed at which the motor efficiency is equal to or greater than a predetermined threshold value, thereby changing the torque output to a state in which it is easy to increase the vehicle operation in advance. Response performance to steering during avoidance can be improved.

In calculating the differential term K _D ^* (K _D gain), when an obstacle is detected on the traveling road surface and the driver performs an avoidance operation, the steering steering input level and its emergency level are determined. Accordingly, turning performance and vehicle response performance during emergency avoidance may be improved by temporarily enabling a coefficient (differential term of PID control) used in the control of the power supply means.

  13 and 14 are characteristic diagrams for explaining the effect of the control according to the present embodiment, and show a case where steering wobbling occurs continuously. Here, FIG. 13 shows a case where the control according to the present embodiment is not performed as a comparative example. FIG. 14 shows a case where the control according to the present embodiment is performed. 13 and 14 show the motor torque (extracted only from the fluctuation component), the count value (Cnt) of the steering fluctuation determination unit 520, the PID control amount (PIDCtrolTgt), and the motor current amount (actual current I_Ans), respectively. ing.

  As shown in FIG. 13, when the PI control is performed without performing the control according to the present embodiment and the inverter is driven, the motor current amount is amplified by the steering fluctuation component, and the power consumption is deteriorated. Further, when the PID control is performed without performing the control according to the present embodiment and the inverter is driven, the motor current amount is further amplified as compared with the case of the PI control, and the power consumption is further deteriorated.

On the other hand, as shown in FIG. 14, when the control according to the present embodiment is performed, the count value Cnt is incremented according to the magnitude of the absolute value of the deviation Δγ_Std differential value of the reference yaw rate, and when the count value reaches n1. The integral term correction coefficient K _I AdjustCoef starts to transition from 1 to 0. Further, when the count value reaches n2, the integral term correction coefficient K _I AdjustCoef becomes zero. Therefore, by reducing the value of the integral term correction coefficient _K I AdjustCoef according to wander steering, PID control amount (PIDCtrlTgt) is reduced. Thereby, it is possible to prevent the motor current amount from drifting according to the steering wobbling. Further, by correcting the differential term, it is possible to improve the convergence of the motor current amount. Thereby, energy loss is suppressed and it becomes possible to suppress power consumption.

FIG. 15 is a characteristic diagram showing the effect of the control of the present embodiment. The vehicle speed V, the steering angle θh, the change amount ΔTrqTgt of the control target torque MotTrqTgt, the change amount ΔTrqAns of the motor torque TrqAns, the yaw rate γ, the initial value It shows how the amount of movement from the position (horizontal direction) changes. FIG. 15 schematically shows a case where steering is performed so as to avoid an obstacle when the obstacle exists on the road. In FIG. 15, in order to compare the effects of the present embodiment, the motor torque when the differential term K _D ^* is corrected according to the presence or absence of an obstacle by the control of the present embodiment and when the control of the present embodiment is not performed. And the state quantity of the vehicle. For this reason, the change amount ΔTrqAns, the yaw rate γ, and the movement amount from the initial position (horizontal direction) when the control according to the present embodiment is performed (broken line) and when the control according to the present embodiment is not performed (solid line). Each characteristic is shown.

As shown in FIG. 15, in this embodiment, a coefficient (differential term K _D ^{* of} PID control) used in the control of the power supply unit 400 according to the state of the obstacle road such as an obstacle and the transition of the steering input accompanying the course change. By increasing, the output current rises temporarily, and the response performance to steering during emergency avoidance is improved. As a result, the change amount ΔTrqAns of the motor torque TrqAns is corrected for the differential term K _D ^{* as the} obstacle is detected, and increases the differential term K _D ^* according to the degree of emergency steering of the steering input due to the course change or the like. As a result, the rise of the motor output current is accelerated, and the response performance to steering during emergency avoidance is improved. With regard to the yaw rate γ, it can be seen that the turning state is changed so that the turning is performed earlier by performing the control of the present embodiment to accelerate the rise of the motor output. In addition, regarding the movement amount (lateral direction) from the initial position, it can be seen that by performing the control of the present embodiment, the vehicle trajectory moves in the horizontal direction from an earlier stage, and obstacle avoidance is supported.

As described above, according to the first embodiment, in calculating the integral term K _I ^* (K _I gain), the “first state” calculated from the shape (curvature R) of the traveling road surface and the vehicle speed V is calculated. Steering fluctuation can be determined from the result of comparing the amount (first reference yaw rate γ_Std1) ”and the“ second state amount (second reference yaw rate γ_Std2) ”calculated from the steering input of the driver and the vehicle speed V. . Then, based on the count value Cnt by the steering fluctuation determination unit 520, the larger the count value Cnt, the larger the steering fluctuation, and the coefficient (integral term K) used in the PID control of the power supply unit 400 according to the transition of the steering fluctuation. _By changing _I ^* ) to 0, the drift of the output current and the torque output accompanying the driver's steering wobbling can be suppressed, and the straight running stability and power consumption of the vehicle 1000 can be improved.

Further, in the calculation of the differential term K _D ^* (K _D gain), the PID of the power supply unit 400 depends on the state of the traveling road surface such as the presence or absence of an obstacle and the degree of emergency steering represented by the steering angular velocity θv. By increasing the coefficient (differential term K _D ^* ) used in the control, it is possible to output the motor drive current so that the rise of the motor output current is temporarily accelerated and the response performance to steering during emergency avoidance is improved. It becomes.

2. Second Embodiment Next, a second embodiment of the present invention will be described. In the second embodiment, the “first state amount” and the “second state amount” described in the first embodiment are calculated as state amounts corresponding to the steering angle, and steering fluctuation is determined.

The configuration of the control device 200 according to the second embodiment is the same as that of the first embodiment shown in FIG. In the second embodiment, the first reference yaw rate (γ_Std1) used for calculating the integral term K _I ^* (K _I gain) is calculated from the curvature R and the vehicle speed V. Thereafter, by using an inverse model related to a model for calculating the yaw rate γ from the steering angle θh, a steering reference amount (corresponding to the tire steering angle) δ_std1 is calculated from the first reference yaw rate (γ_Std1), and the steering gear ratio Gh is calculated from the steering reference amount δ_std1. Are integrated to calculate the first reference steering angle θh_1 as the first state quantity. That is, the first reference steering angle θh_1 is calculated from the following equation. In the following equation, Sf is a stability factor, and l is a wheelbase.

  In the above description, the steering turning angle is calculated by “tire turning angle × steering gear ratio”, but the steering turning angle may be calculated using an inverse model related to steering.

  Further, in the second embodiment, the steering steering angle θh by the driver is acquired as an index corresponding to the second state quantity of the first embodiment. That is, the second reference steering angle θh_2 is the steering angle θh (θh_2 = θh).

  In the second embodiment, focusing on the fact that the differential value of the difference between the first reference steering angle θh_1 and the second reference steering angle θh_2 is correlated with the road surface or the amount of change in steering, the degree of vehicle wobble is determined. It is used as a scale to measure.

Figure 16 is a schematic diagram showing the structure of K _I gain calculation unit 510 according to the second embodiment. In the second embodiment, _{K I} gain calculation unit 510, a first reference steering angle calculating unit 525, the second reference steering angle acquisition unit 526, the subtraction unit 527, differential operation section 528, the absolute value calculation unit 529, steering wander A determination unit 521 is included. The first reference steering angle calculation unit 525 calculates the first reference steering angle θh_1 based on the vehicle speed V and the curvature R. The second reference steering angle acquisition unit 526 acquires the steering steering angle θh as the second reference steering angle θh_2.

  The subtraction unit 527 subtracts the second reference steering angle θh_2 acquired by the second reference steering angle acquisition unit 526 from the first reference steering angle θh_1 calculated by the first reference steering angle calculation unit 525, thereby making θh_1 and θh_2. A reference steering angle deviation Δθh, which is a difference from the above, is obtained. That is, the reference steering angle deviation Δθh is obtained by the following equation. The reference steering angle deviation Δθh, which is the difference between θh_1 and θh_2, is an example of a third state quantity calculated by comparing the first state quantity and the second state quantity.

  Note that a deviation (Δγ_Std) of the reference yaw rate may be calculated from a deviation (ε) between the target locus calculated from the target locus and the vehicle center line and the vehicle front position, and a value corresponding to the steering steering angle deviation may be calculated. .

  The differential calculation unit 528 differentiates the reference steering angle deviation Δθh and outputs the obtained differential value to the absolute value calculation unit 529. The absolute value calculation unit 529 calculates the absolute value of the differential value of the reference steering angle deviation Δθh and outputs the absolute value to the steering fluctuation determination unit 521. In the second embodiment, paying attention to the fact that the differential value of the reference steering angle deviation Δθh obtained as described above has a correlation with the road surface or the amount of change in steering, it is used as a scale for determining the degree of vehicle wobble. To do.

  FIG. 17 is a schematic diagram illustrating counter processing based on the absolute value of the differential value of the reference steering angle deviation Δθh. The steering wobbling determination unit 521 sets the count value Cnt of the counter based on FIG. Specifically, the vertical axis in FIG. 17 indicates the variation ΔCnt of the fluctuation determination counter at each sampling, and the counter value Cnt is an integrated value of the variation ΔCnt. As shown in FIG. 17, when the absolute value of the differential value of the reference steering angle deviation Δθh is equal to or greater than a predetermined threshold value (TH_HIGH), the count value Cnt of the stagger determination counter is incremented. Further, when the absolute value of the differential value of the reference steering angle deviation Δθh is equal to or less than a predetermined threshold value (TH_Low), the count value Cnt is decremented with 0 as a lower limit value. When the absolute value of the differential value of the reference steering angle deviation Δθh is within the range of TH_LOW and TH_HIGH (not including the threshold value), the change amount ΔCnt is set to 0 and the counter value Cnt is held.

  The counter value Cnt calculated by the steering wobble determination unit 521 is input to the integral correction coefficient calculation unit 522. The subsequent processing is the same as in the first embodiment.

As described above, according to the second embodiment, it is possible to determine the steering wobbling based on the state quantity corresponding to the steering angle. If the steering wobbling is large, the integral term K _I ^* (K _I gain) is reduced, so that the drift of the output current and torque output due to the steering wobbling of the driver can be suppressed. Improvement of electricity and electricity consumption.

3. Third Embodiment Next, a third embodiment of the present invention will be described. The third embodiment relates to the calculation of the differential term K _D ^* (K _D gain), and increases or decreases the differential term correction coefficient K _D AdjustCoef according to the duration of the rapid steering.

Figure 18 is a schematic view showing a K _D gain calculation unit 540 according to the third embodiment of the configuration of the periphery thereof. In the configuration example shown in FIG. 18, a sudden steering continuation determination unit (counting unit) 543 is added to the configuration of the first embodiment shown in FIG.

  In FIG. 18, the absolute value calculation unit 542 outputs the absolute value | θv | of the differential value (steering angular velocity) θv of the steering angle θh to the sudden steering continuation determination unit 543. In the third embodiment, paying attention to the fact that the absolute value | θv | of the steering speed θv is related to the magnitude of the sudden steering, the following counter is used as a scale for determining the continuation state of the sudden steering. FIG. 19 is a schematic diagram illustrating counter processing based on the absolute value | θv |. The rapid steering continuation determination unit 543 sets the count value Cnt of the counter based on FIG. Specifically, the vertical axis of FIG. 19 indicates the amount of change ΔCnt of the rapid steering continuation determination counter at each sampling, and the counter value Cnt is an integrated value of the amount of change ΔCnt. As shown in FIG. 19, when the absolute value | θv | of the differential value (steering angular velocity) θv of the steering angle θh is equal to or greater than a predetermined threshold value (TH_HIGH), the count value of the rapid steering continuation determination counter Increment Cnt. When the absolute value | θv | becomes equal to or less than a predetermined threshold value (TH_LOW), the count value Cnt is decremented with 0 as the lower limit value. On the other hand, when the absolute value | θv | is within the range between TH_LOW and TH_HIGH (not including the threshold value), the change amount ΔCnt is set to 0 and the counter value Cnt is held.

The counter value Cnt calculated by the sudden steering continuation determination unit 543 is input to the differential correction coefficient calculation unit 544. FIG. 20 is a schematic diagram illustrating a map used when the differential correction coefficient calculation unit 544 calculates the differential term correction coefficient K _D AdjustCoef. Differential correction coefficient calculation unit 544 applies the count value Cnt to the map of FIG. 20, to calculate a differential term correction coefficient _K D AdjustCoef. As shown in FIG. 20, when the count value Cnt is larger than Cnt_1, the differential term correction coefficient K _D AdjustCoef is gradually changed in the increasing direction. When the count value reaches Cnt_2, the differential term correction coefficient K _D AdjustCoef becomes 1. The differential correction coefficient calculation unit 544 outputs the calculated differential term correction coefficient K _D AdjustCoef to the multiplication unit 546. The subsequent processing is the same as in the first embodiment.

21, in the third embodiment, the differential correction coefficient calculation unit 544 is a flowchart illustrating a process for calculating the derivative term correction coefficient _K D AdjustCoef. In FIG. 21, the processes of steps S200 to S230 are the same as the processes of steps S100 to S130 of FIG. 9 described in the first embodiment. After issuing an instruction to suppress the motor rotation speed in step S230, in step S240 and subsequent steps, it is determined whether or not the rapid steering is continued.

  First, in step S240, it is determined whether or not | θv | ≧ TH_HIGH. If | θv | ≧ TH_HIGH, the process proceeds to step S250. In step S250, the rapid steering continuation determination unit 543 increases the count value Cnt from the previous value.

  If | θv | ≧ TH_HIGH is not satisfied in step S240, the process proceeds to step S260. In step S260, it is determined whether or not | θv | ≧ TH_LOW. If | θv | ≧ TH_LOW, the process proceeds to step S270. In step S270, the previous count value Cnt is held.

  If | θv | ≧ TH_LOW is not satisfied in step S260, the process proceeds to step S280. In step S280, the count value Cnt is decreased from the previous value.

After steps S250, S270, and S280, the process proceeds to step S290. In step S290, applying the count value Cnt to the map of FIG. 20, to calculate a differential term correction coefficient _K D AdjustCoef.

As described above, according to the step S240 and subsequent steps in FIG. 21, by applying the resulting count value Cnt of the count processing of FIG. 19 in the map of FIG. 20, calculates a differential term correction coefficient _K D AdjustCoef can do. The processing after calculating the differential term correction coefficient K _D AdjustCoef is the same as that in the first embodiment.

According to the third embodiment as described above, when calculating the differential term K _{D *} ^(K _D gain), the differential value of the steering angle θh based on the (steering angular velocity) .theta.v, the differential value .theta.v The derivative term K _D ^* can be increased as the larger state continues. Thus, as the differential value θv continues to be large, the motor output current can be output so that the rise of the motor output current is temporarily accelerated and the response performance to steering during emergency avoidance is improved.

  The preferred embodiments of the present invention have been described in detail above with reference to the accompanying drawings, but the present invention is not limited to such examples. It is obvious that a person having ordinary knowledge in the technical field to which the present invention pertains can come up with various changes or modifications within the scope of the technical idea described in the claims. Of course, it is understood that these also belong to the technical scope of the present invention.

200 control device 500 current controller 510 K _I gain calculating unit 512 first reference yaw rate calculating section 514 second reference yaw rate calculating section 518 and 528 differentiating unit 520 steering wander determination unit (counting unit)
525 first reference steering angle calculating unit 526 the second reference steering angle acquisition unit 540 K _D gain calculation unit

Claims (9)

A current control unit for controlling the current of a motor for driving the wheels of the vehicle by PID control;
The current control unit corrects the output of the integral term of the PID control based on the first state quantity related to steering obtained from the road surface condition of the traveling road and the second state quantity obtained from the steering input of the driver. A vehicle control device comprising an integral term correction gain calculation unit for calculating the integral term correction gain of the vehicle. The integral term correction gain calculator is
2. The integral term correction gain is calculated based on a differential value obtained by time differentiation of a result of comparing the first state quantity and the second state quantity. Vehicle control device.   The vehicle control device according to claim 2, wherein the integral term correction gain calculation unit decreases the integral term correction gain as the differential value increases. The integral term correction gain calculator is
A counter that increments a count value when the differential value is equal to or greater than a first predetermined value, and decrements the count value when the differential value is equal to or less than a second predetermined value;
The vehicle control device according to claim 2, wherein the integral term correction gain is decreased as the count value increases. The integral term correction gain calculator is
A first reference yaw rate calculator that calculates a first reference yaw rate as the first state quantity from the curvature of the travel path and the vehicle speed;
A second reference yaw rate calculator that calculates a second reference yaw rate as the second state quantity from a steering angle and a vehicle speed;
A differential operation unit that calculates a differential value by differentiating a deviation between the first reference yaw rate and the second reference yaw rate;
The vehicle control device according to any one of claims 2 to 4, further comprising: The integral term correction gain calculator is
A first reference steering angle calculation unit that calculates a reference steering angle as the first state quantity from a yaw rate obtained from a curvature of a traveling path and a vehicle speed;
A steering angle acquisition unit for acquiring a steering angle by a driver as the second state quantity;
A differential calculation unit that calculates a differential value by differentiating a deviation between the reference steering angle and the steering angle;
The vehicle control device according to any one of claims 2 to 4, further comprising:   The differential term correction gain calculation part which calculates the differential term correction gain for correcting the output of the differential term of the PID control based on the steering angular velocity of the steering is further provided. The vehicle control apparatus according to claim 1.   The vehicle control device according to claim 7, wherein the integral term correction gain calculation unit increases the differential term correction gain as the rudder angular velocity increases. Controlling the current of the motor that drives the wheels of the vehicle by PID control;
An integral term correction gain for correcting the output of the integral term of the PID control based on the first state amount related to steering obtained from the road surface condition of the traveling road and the second state amount obtained from the steering input of the driver. A calculating step;
A vehicle control method comprising: