JP3933085B2 - Automatic steering device for vehicles - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an automatic steering apparatus for a vehicle that performs automatic steering.
[0002]
[Prior art]
Conventionally, as this type of vehicle automatic steering device, for example, a far-ahead look-ahead point where the host vehicle reaches after a predetermined time and a nearby look-ahead point where the host vehicle reaches after a predetermined time shorter than the predetermined time are calculated. Calculate the steering amount for feed-forward control according to the degree of curve of the road at the distant pre-reading point and the steering correction amount for feedback control according to the degree of deviation of the vehicle position with respect to the road at the pre-reading point, There is a vehicle travel control device configured to perform vehicle steering control based on the steering amount and the steering correction amount (see Patent Document 1).
[0003]
[Patent Document 1]
Japanese Patent Laid-Open No. 2000-122719
[Problems to be solved by the invention]
However, in the above-described conventional example, the far-ahead look-ahead point and the near-ahead look-ahead point are configured to be calculated as the respective points where the host vehicle reaches after each predetermined time. Both the far-ahead look-ahead point and the near-ahead look-ahead point approach the front of the vehicle so that the vehicle is approaching the curve, but the steering is not started until just before entering the curve, or conversely, the higher the vehicle speed. Unresolved that it is impossible to ensure smooth steering because the far-forward look-ahead point and the nearby look-ahead point are both far away from the own vehicle, and the own vehicle is not sufficiently close to the curve, but steering is started from the front of the curve. There is a problem.
Accordingly, the present invention has been made paying attention to the unsolved problems of the above-described conventional example, and an object thereof is to provide an automatic steering device for a vehicle that can realize smooth automatic steering.
[0005]
[Means for Solving the Problems]
To achieve the above object, a vehicular automatic steering device of the present invention calculates a first set time and the second set time in accordance with the vehicle speed, in reference trajectory for running the vehicle, the first set time A first forward gaze point through which the host vehicle passes when the vehicle passes and a second front gaze point through which the vehicle passes when the second set time elapses are set, respectively, and the road shape at the first front gaze point. And a second steering amount corresponding to a lateral deviation from a reference route when the host vehicle passes through the second forward gazing point, respectively. The first steering amount and the second steering amount are calculated. The steering control of the host vehicle is performed based on the added value .
[0006]
【The invention's effect】
According to the vehicle automatic steering device of the present invention, the first vehicle is calculated when the first set time elapses on the reference route for running the host vehicle by calculating the first set time and the second set time according to the host vehicle speed. The first forward gaze point through which the vehicle passes and the second front gaze point through which the host vehicle passes when the second set time elapses are set, and the first steering according to the road shape at the first front gaze point And the second steering amount corresponding to the lateral deviation between the vehicle and the reference route when the host vehicle passes through the second forward gaze point, and the sum of the first steering amount and the second steering amount is calculated . Since the vehicle is configured to perform the steering control based on the vehicle, both the first front gaze point and the second front gaze point may approach the front of the own vehicle or move away from the own vehicle according to the own vehicle speed. Can be suppressed and as a result smooth automatic Effect is obtained that can be realized rudder.
[0007]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a schematic configuration diagram showing an embodiment of the present invention, in which 1FL, 1FR, 1RL, and 1RR are a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel, respectively. 1RR is a drive wheel to which the driving force of the engine 2 is transmitted through the automatic transmission 3, the propeller shaft 4, the final reduction gear 5 and the axle 6 in this order.
[0008]
The front wheels 1FL and 1FR are steering wheels connected to a steering wheel 9 via a steering gear 7 and a steering shaft 8, and a steering actuator 10 composed of an electric motor is connected to the steering shaft 8. . The steering actuator 10 is configured to control the steering direction, the steering angle, and the steering speed of the front wheels 1FL and 1FR according to a steering control amount δ _C output from a controller 16 described later.
[0009]
In addition, wheel speed sensors 11FL to 11RR that output wheel speeds V _{FL to} V _RR having a frequency corresponding to the rotational speed of the wheels are disposed on the wheels 1FL to 1RR, respectively. Further, the vehicle includes a longitudinal acceleration sensor 12 that detects longitudinal acceleration Xg, a lateral acceleration sensor 13 that detects lateral acceleration Yg, and a yaw rate sensor 14 that detects yaw rate φ.
[0010]
The vehicle is also provided with a GPS 14 that receives satellite radio waves sent from artificial satellites and detects the current vehicle position, and a storage medium such as a CD-ROM or DVD-ROM that stores road map information in a predetermined area. The storage unit 15 is mounted. The wheel speeds VFL to VRR detected by the wheel speed sensors 11FL to 11RR, the longitudinal acceleration Xg detected by the longitudinal acceleration sensor 12, the lateral acceleration Yg detected by the lateral acceleration sensor 13, and the self detected by the GPS 14. The vehicle position information and the road map information stored in the storage unit 15 are input to the controller 16 constituted by, for example, a microcomputer. The controller 16 is configured to control the output of the steering control amount δ _C to the steering actuator 10 described above by constantly executing the steering control process of FIG. 2 and to make the vehicle travel along the reference route by automatic steering. Has been.
[0011]
Next, steering control processing that is always executed by the controller 16 will be described with reference to the flowchart of FIG.
First, in step S1, the road map information stored in the storage unit 15 is read according to the vehicle position detected by the GPS 14, and among the node data (X, Y) constituting the road map information, as shown in FIG. The range (Xo, Yo) to (Xn, Yn), which is a predetermined distance before and after the vehicle position as a reference, is always held in the buffer. Here, the distance on the front side is set to, for example, a larger one of a value obtained by multiplying the vehicle speed V by a predetermined time t ₁ (= V · t ₁ ) or a preset minimum value.
[0012]
Next, the process proceeds to step S2, and after the wheel speeds V _{FL to} V _RR output from the various sensors, the longitudinal acceleration Xg, the lateral acceleration Yg, and the yaw rate φ are read, the process proceeds to step S3. The vehicle speed V _C is calculated from the average of the wheel speeds V _{FL to} V _RR . Next, the process proceeds to step S4, and the first set time T ₁ and the second set time T ₂ are set from the vehicle speed V _C calculated in step S3 with reference to the set time calculation map of FIG. In this set time calculation map, as shown in FIG. 3, the horizontal axis represents the vehicle speed V _C , and the vertical axis represents the set time T. The first set time T _1, as shown by the solid line, while gradually decreases from a relatively large value T _H when the vehicle speed V _C is increased from a low vehicle speed, the decrease rate of the increase of the vehicle speed V _C Accordingly, the second set time T ₂ is gradually decreased from a value T _L smaller than T _H described above when the vehicle speed V _C increases from the low vehicle speed, as indicated by a one-dot chain line. And the rate of increase is set so as to gradually decrease as the vehicle speed V _C increases. Further, when the vehicle speed V _C exceeds the predetermined value V _M of the medium speed region, the magnitude of the relationship in the first set time T ₁ and the second set time T ₂ are configured to reverse.
[0013]
Then, the process shifts to step S5, and calculates a first forward fixed point P ₁ where the vehicle passes when the first set time T ₁ calculated in step S4 has elapsed. Specifically, a distance D ₁ (= T ₁ · V _C ) that the host vehicle travels while T ₁ elapses by multiplying the first set time T ₁ by the vehicle speed V _C is calculated from the current host vehicle position. setting the nearest node in the distance a point advanced D ₁ minute only as each first forward fixed point P _1.
[0014]
Then control proceeds to step S6, to calculate the radius of curvature ρ of the road in the first look-ahead point P ₁ calculated in step S5. First, as shown in FIG. 4, the nearest node in the point taken a predetermined distance D _S around the P ₁ as the central and P _F and P _R, the line segment P ₁ P _R connecting the P ₁ and P _R When the angle θ which forms with the line segment P ₁ P _F connecting the P ₁ and P _F, respectively calculates the distance d P _F and P _R. Here, the predetermined distance D _S is calculated by multiplying the vehicle speed V by a fixed time t _{2 of} about 1 second, for example. Note that a minimum value D _MIN is set to suppress the predetermined distance D _{S from} becoming extremely short, and the larger one of the values calculated according to the minimum value D _MIN and the vehicle speed V is calculated as the predetermined distance D _S. May be. Then, the center O of the arc through the P _F, P ₁ and P _R passes through a vertical bisector A which passes through the middle point a of the line segment P ₁ P _F, the midpoint b of the line segment P ₁ P _R and an intersection of the vertical bisector B, the angle θ which forms with the line segment P ₁ P _R and the line segment P ₁ P _F, equal to ∠aOb formed by the vertical bisectors a and B. Since ∠P _F OP _R is twice の aOb, the radius of curvature ρ is calculated from the angle θ and the distance d according to the following equation (1).
ρ = d / 2 · sinθ (1)
[0015]
Then, the process proceeds to step S7, and the radius of curvature ρ of the first forward gaze point P ₁ calculated in step S6, on the basis of the wheel base L of the vehicle, the following (2) the first steering amount than Formula δ ₁ is calculated.
δ ₁ = L / ρ (2)
Then, the process proceeds to step S8, calculates a second forward fixed point P ₂ where the vehicle passes when the second set time T ₂ calculated in the step S4 has elapsed. More specifically, the speed vector V of the host vehicle is calculated from the positional relationship between the host vehicle position read from the GPS 14 this time and the host vehicle position read last time, and the second set time T ₂ is multiplied by the vehicle speed V _C. The distance D ₂ (= T ₂ · V _C ) that the host vehicle travels while T ₂ elapses is calculated, and a second point that is a distance D ₂ on the extension of the speed vector V from the current host vehicle position is calculated. It is set as a forward gaze point P _2.
[0016]
Then control proceeds to step S9, it calculates the lateral deviation Y _E the second headway point P ₂ calculated in step S7 with respect to the reference path when the own vehicle passes. The lateral deviation Y _{E with} respect to the reference route is calculated by adding the lateral deviation Y _S obtained from the vehicle posture of the host vehicle and the lateral deviation Y _P obtained from the vehicle turning state.
First, the slip angle θ _{S of the} vehicle is expressed by the following equation (2) using the longitudinal acceleration Xg and the lateral acceleration Yg.
θ _S = tan ⁻¹ (Yg / Xg) (3)
[0017]
The reference to the reference coordinates at the intersection Q of the perpendicular straight line C and the reference path to the own yaw angle epsilon ₁ of the vehicle, the second forward fixed point P ₂ the street velocity vector V on the reference coordinates as shown in FIG. 5 Assuming that the deviation angle of the route is ε _T , the yaw angle ε _R of the host vehicle with respect to the reference route can be expressed as the following equation (4).
ε _R = ε _T −ε ₁ (4)
[0018]
Further, if the lateral deviation between the reference route and the vehicle position in the initial state is Y _U , the lateral deviation Y _S corresponding to the vehicle posture is expressed by the following equation (5). , Y _U , D ₂ , ε _R and θ _S, the lateral deviation Y _S corresponding to the vehicle attitude is calculated.
Y _S = Y _U + D ₂ · tan (ε _R + θ _S ) (5)
[0019]
Next, assuming that the vehicle is making a steady circular turn, the slip rate can be ignored. Therefore, the lateral deviation Y _P obtained from the vehicle turning state can be expressed by the following equation (6). ) In the formula can be expressed by the following (7). Accordingly, solving these (6) and (7), and calculates the lateral deviation Y _P corresponding to the vehicle turning state.
Y _P = D ₂ · tan β (6)
β = 1/2 · sin ⁻¹ (D ₂ · ε ₁ / Xg) (7)
When the lateral deviation Y _S and lateral deviation Y _P calculated in this way are added to calculate the lateral deviation Y _E (= Y _S + Y _P ) relative to the reference route, the process proceeds to step S10.
[0020]
In step S10, the second steering amount δ ₂ is calculated from the following equation (8) based on the lateral deviation Y _E with respect to the reference route passing through the second forward gaze point P ₂ calculated in step S9. Here, K ₁ and K ₂ are coefficients, and it is desirable to obtain an optimum value from an experiment so that the following error does not increase with respect to disturbance during straight running.
δ ₂ = K1 · Y _E + K2 · (dY _E / dt) (8)
Then, the process proceeds to step S11, where the first steering amount δ ₁ calculated in step S7 and the second steering amount δ ₂ calculated in step S10 are added to obtain a steering control amount δ _C (= δ ₁ + δ ₂ ) is calculated, the process proceeds to the subsequent step S12, the steering control amount δ _C is output to the steering actuator 10, and the process returns to step S1.
[0021]
From the above, the GPS 14 and the storage unit 15 in FIG. 1 and the processing in step S1 in FIG. 3 correspond to the reference path detecting means, the wheel speed sensors 11FL to 11RR in FIG. 1, and the processing in step S3 in FIG. Corresponds to vehicle speed detection means. Further, the process of step S4 corresponds to the first set time calculation means and the second set time calculation means, the process of step S5 corresponds to the first forward gaze point setting means, and the process of step S6 corresponds to the road shape detection means. Correspondingly, the process of step S7 corresponds to the first steering amount calculation means, the process of step S8 corresponds to the second forward gaze point setting means, the process of step S9 corresponds to the lateral deviation detection means, The processing corresponds to the second steering amount calculation means, and the steering actuator 10 in FIG. 1 and the processing in steps S11 and S12 in FIG. 3 correspond to the steering control means.
[0022]
Next, the operation of the one embodiment will be described.
Assuming that the host vehicle is currently running by automatic steering, in the steering control process that is always executed by the controller 16, first, the road map information in a predetermined range is stored in the storage unit based on the host vehicle position detected by the GPS 15. A reference route for reading the vehicle and driving the host vehicle is detected (step S1).
[0023]
Then, the first set time T ₁ and the second set time T ₂ corresponding to the host vehicle speed V are calculated with reference to the set time calculation map of FIG. 3 (step S4). A first forward gaze point P ₁ and a second front gaze point P ₂ through which the host vehicle passes when the first set time T ₁ and the second set time T ₂ have passed are set (steps S5 and S8).
[0024]
At this time, the first set time T ₁ is set to be shorter as the vehicle speed is higher, and conversely the second set time T ₂ is set to be longer as the vehicle speed is higher, and the relative relationship between the two is as becomes longer toward the first set time T ₁ than T ₂ second set time at the time of low-speed running, reverse so that longer direction of the second set time T ₂ than T ₁ the first set time during high-speed travel in Set to
[0025]
Next, the radius of curvature ρ of the reference route at the set first forward gaze point P ₁ is calculated (step S6), and the feedforward, that is, the vehicle behavior required for the host vehicle is calculated according to the radius of curvature ρ. The first steering amount δ ₁ that improves the smoothness of the vehicle is calculated (step S7). Further, a lateral deviation Y _E with respect to the reference route when the host vehicle passes through the second forward gaze point P ₂ set relatively close is calculated based on the current vehicle posture and turning state (step S9). Based on the lateral deviation Y _E , the second steering amount δ ₂ that is required for the host vehicle and that improves the followability to the reference route is calculated (step S10).
[0026]
In this way, the steering control amount δ _C obtained by adding the feedforward first steering amount δ ₁ and the feedback second steering amount δ ₂ is output to the steering actuator 10 constituted by the electric motor. As a result, the steering direction, steering angle, and steering speed of the front wheels 1FL and 1FR as the steering wheels are controlled (steps S11 and S12).
[0027]
Therefore, when the host vehicle is traveling at a low speed, the first forward gazing point P ₁ is set relatively far, so that the first steering that acts in a feed-forward manner when approaching a curve in this low-speed traveling state. A delay in the start of steering is prevented by increasing the value of the amount δ ₁ .
Further, when the host vehicle is traveling at a high speed, the first front gazing point P ₁ is suppressed from moving away from the host vehicle, and thus an increase in the first steering amount δ ₁ acting in a feedforward manner is suppressed. However, it is possible to prevent the steering from being started before the curve even though the curve is not sufficiently approached. In addition, since the second forward gaze point P ₂ for calculating the second steering amount δ ₂ acting in a feedback manner is set relatively far, the smoothness of the vehicle behavior is further improved.
[0028]
Thus, since the values of the first set time T ₁ and the second set time T ₂ are changed according to the vehicle speed V, both the first front gaze point P ₁ and the second front gaze point P ₂ Depending on the vehicle speed, it is possible to prevent the vehicle from approaching or moving away from the host vehicle, thereby realizing smooth automatic steering.
[0029]
In the above embodiment, when the set time calculation map is shown in FIG. 4, the second set time T ₂ is set to be longer at high speed than at low speed. However, the present invention is not limited to this. For example, FIG. 7 (a), the sets the second set time T ₂ always a constant value irrespective to the change in vehicle speed V, the at the time of the first set time T ₁ is low speed T ₂ second set time Longer than the second set time T ₂ when traveling at high speed, both the first front gazing point P ₁ and the second front gazing point P ₂ correspond to the increase in the vehicle speed V. You may suppress moving away from the own vehicle. Further, as shown in FIG. 7B, when the vehicle speed V is within a predetermined range of medium speed, the vehicle speed V decreases when the vehicle speed V increases during both the first set time T ₁ and the second set time T _2. You may make it have a hysteresis by occasion. In this case, the first set time T ₁ has hysteresis so that the time when the vehicle speed V decreases is shorter than the time when the vehicle speed V increases, while the second set time T ₂ is when the vehicle speed V increases. It is desirable to provide hysteresis so that the time when the voltage decreases is longer. In addition, the hysteresis at the time of traveling at medium speed is not limited to changing by increasing and decreasing the vehicle speed V, but may be changed according to the driver's preference.
[0030]
In the above-described embodiment, the case where the reference route for driving the vehicle is detected based on the vehicle position detected by the GPS 14 and the road map information read from the storage unit 15 has been described. It is not limited. That is, for example, when a road infrastructure is established, the route information is acquired by road-to-vehicle communication with the infrastructure side, or based on a white line detected by image processing by a CCD camera, a CMOS camera, or the like. A route may be acquired.
[0031]
As described above, according to the above-described embodiment, the reference route for driving the host vehicle is detected based on the host vehicle position and the road map information in the process of step S1, and the wheel is processed in the process of step S3. The own vehicle speed V is detected from the speeds V _{FL to} V _RR, and the first set time T ₁ and the second set time T ₂ are calculated according to the own vehicle speed V from the set time calculation map of FIG. , by the process at step S5, sets the point on the reference trajectory T ₁ first set time passes the own vehicle when the passed as the first forward fixed point P _1, in the process of step S6, the first headway The curvature radius ρ of the reference route at the point P ₁ is detected, and the first steering amount δ ₁ is calculated according to the curvature radius ρ of the reference route at the first forward gaze point P ₁ in the process of step S7. in the process, the host vehicle when the second set time T ₂ has elapsed Set the point on the reference path through the second forward fixed point P _2, in the process of step S9, to detect the lateral deviation Y _E relative to the reference path when the second headway point P ₂ is the vehicle passes In step S10, the second steering amount δ ₂ is calculated according to the lateral deviation Y _E at the second forward gaze point P ₂ , and in steps S11 and S12, the first steering amount δ ₁ and the second steering amount δ ₂ are calculated. Since the steering control of the host vehicle is performed based on the steering amount δ ₂ , both the first front gaze point P ₁ and the second front gaze point P ₂ are in front of the host vehicle according to the vehicle speed V. It is possible to prevent the vehicle from approaching or moving away from the host vehicle, and as a result, it is possible to achieve smooth automatic steering.
[0032]
Further, the process of step S4, since better at high speeds than at low speeds and calculates the first set time T ₁ to be shorter, the first forward fixed point P ₁ from the vehicle at the time of high speed and the farther away, the first forward fixed point P ₁ during low-speed traveling effect that can be suppressed and it too close to the front of the vehicle.
In the processes of step S4, at the time of high speed running, since the calculated T ₁ first set time to be shorter than the second set time T _2, the first forward fixed point P ₁ is the vehicle at high speed The effect that it can suppress reliably that it leaves | separates far from is acquired.
[0033]
Furthermore, the process of step S4, since better at high speeds than at low speeds and calculates the second set time T ₂ to be longer, and calculates the second steering amount [delta] ₂ acting feedback manner effect that smoothness of the vehicle behavior is improved by the second forward fixed point P ₂ for leaves from the vehicle.
Furthermore, in the process of step S4, the second set time T ₂ is calculated so as to be longer than the first set time T ₁ during high speed traveling, so the second steering amount δ ₂ acting in a feedback manner is calculated. by the second forward fixed point P ₂ to calculate the further away from the vehicle, the effect is obtained that further improved smoothness of the vehicle behavior.
[0034]
Further, in the process of step S9, since the lateral deviation Y _E with respect to the reference route is calculated based on the vehicle posture and the turning state of the host vehicle, the reference when the host vehicle passes through the second forward gaze point P ₂ is calculated. An effect is obtained that the lateral deviation Y _E with respect to the route can be accurately calculated.
Further, a road curvature radius ρ in a range having a predetermined distance D _S before and after the first forward gaze point P _{1 on} the reference route is detected, and the predetermined distance D _S is configured to become longer as the vehicle speed V is higher. As a result, the road curvature radius ρ can be accurately calculated with a sense close to that of the driver.
[Brief description of the drawings]
FIG. 1 is a schematic configuration diagram of an embodiment of the present invention.
FIG. 2 is a flowchart illustrating an example of a steering control process.
FIG. 3 is a diagram illustrating a configuration of road map information.
FIG. 4 is a set time calculation map.
FIG. 5 is a diagram illustrating a method for calculating a road curvature radius ρ at a first forward gaze point P ₁ .
FIG. 6 is a diagram illustrating a method for calculating a lateral deviation Y _E at the second forward gaze point P ₂ .
FIG. 7 shows another setting example of the set time calculation map.
[Explanation of symbols]
10 Steering actuators 11FL to 11RR Wheel speed sensor 12 Longitudinal acceleration sensor 13 Lateral acceleration sensor 14 Yaw rate sensor 15 Differential GPS
16 Storage unit 17 Controller

Claims (8)

A first set time and a second set time are calculated according to the own vehicle speed , and a first forward gaze point through which the own vehicle passes when the first set time elapses on a reference route for running the own vehicle; and A second forward gaze point through which the host vehicle passes when the second set time elapses is set , and the first steering amount according to the road shape at the first front gaze point and the second front gaze point are determined . A second steering amount is calculated according to a lateral deviation from a reference route when the vehicle passes, and steering control of the host vehicle is performed based on an added value of the first steering amount and the second steering amount. An automatic steering device for vehicles. Reference route detection means for detecting a reference route for running the host vehicle, vehicle speed detection means for detecting the host vehicle speed,
The first set time calculating means for calculating the first set time according to the vehicle speed detected by the vehicle speed detecting means, and the reference route detected by the reference route detecting means, calculated by the first set time calculating means. In the first forward gaze point setting means set by the first front gaze point setting means and the first front gaze point setting means for setting the point through which the host vehicle passes as the first front gaze point when the first set time elapses. Route shape detection means for detecting the shape of the reference route, and first steering amount calculation means for calculating the first steering amount according to the shape of the reference route at the first forward gaze point detected by the route shape detection means; ,
A second set time calculating means for calculating a second set time according to the host vehicle speed detected by the vehicle speed detecting means, and a reference route detected by the reference route detecting means, calculated by the second set time calculating means. A second forward gaze point setting means for setting a point through which the host vehicle passes when the second set time elapses as a second front gaze point; and a second front gaze point set by the second front gaze point setting means. A lateral deviation detecting means for detecting a lateral deviation with respect to a reference route when the host vehicle passes, and a second steering amount is calculated according to the lateral deviation at the second forward gaze point detected by the lateral deviation detecting means. A second steering amount calculating means;
Steering control means for performing steering control of the host vehicle based on an addition value of the first steering amount calculated by the first steering amount calculation means and the second steering amount calculated by the second steering amount calculation means. An automatic steering device for a vehicle characterized by the above.   3. The automatic steering apparatus for a vehicle according to claim 2, wherein the first set time calculating means calculates the first set time so that the speed during high speed travel is shorter than during low speed travel.   The said 1st setting time calculation means calculates a 1st setting time so that it may become shorter than the 2nd setting time calculated by the said 2nd setting time calculation means at the time of high speed driving | running | working. Automatic steering device for vehicles.   5. The vehicle automatic according to claim 2, wherein the second set time calculating means calculates the second set time so that the time during high-speed driving is longer than that during low-speed driving. Steering device.   6. The second set time calculating means calculates the second set time so as to be longer than the first set time calculated by the first set time calculating means when traveling at a high speed. Automatic steering device for vehicles. The lateral deviation detection means, according to any of claims 2 to 6, characterized in that it is configured to calculate the lateral deviation relative to the reference path based on the turning state of the current vehicle position and the vehicle Automatic steering device for vehicles.   The road shape detecting means detects a road shape in a range that takes a predetermined distance before and after the first forward gaze point on the reference route, and the predetermined distance is configured to be longer as the host vehicle speed is higher. The automatic steering device for a vehicle according to any one of claims 2 to 7.

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